This document establishes the terminology and the content of commercial literature specifications for bituminous binder sprayers and synchronous bituminous binder sprayers-chip spreaders (i.e. synchronised combined units) including their components and their technical characteristics. This document covers cold and hot bituminous binder sprayers.

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This European Standard specifies the mathematical processing of digitized longitudinal profile measurements to produce evenness indices. The document describes the calculation procedure for the International Roughness Index (IRI), Root Mean Square (RMS) and Longitudinal Profile Variance (LPV) from three separate wavelength bands and the σWLP and ΔWLP from the Weighted Longitudinal Profile (WLP).
The purpose of this document is to provide a standard practice for calculating and reporting estimates of road evenness from digitized longitudinal profiles. Other aims with the standard are to facilitate the comparison of evenness measurement results carried out with different profiling instruments in European countries.
The evenness range covered in this standard is defined as the wavelength range 0.5 m to 50 m. It should be noted that both shorter and longer wavelengths can also influence the driving comfort but those are not covered in this standard.
The quantified evenness indices derived from the standard are useful support for pavement management systems. The output can also be used for type approval and performance control of new and old pavements. The indices can be used on rigid, flexible and gravel road surfaces.
The standard doesn´t define from what position on the road the longitudinal profile should be obtained.
The derived indices are portable in the sense that they can be obtained from longitudinal profiles measured with a variety of instruments.

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This document specifies the mathematical processing of digitized longitudinal profile measurements to produce evenness indices. The document describes the calculation procedure for the International Roughness Index (IRI), Root Mean Square (RMS) and Longitudinal Profile Variance (LPV) from three separate wavelength bands and the σWLP and ΔWLP from the Weighted Longitudinal Profile (WLP).
The purpose of this document is to provide a standard practice for calculating and reporting estimates of road evenness from digitized longitudinal profiles. Other aims with this document are to facilitate the comparison of evenness measurement results carried out with different profiling instruments in European countries.
The evenness range covered in this document is defined as the wavelength range 0,5 m to 50 m. It is noted that both shorter and longer wavelengths can also influence the driving comfort but those are not covered in this document.
The quantified evenness indices derived from this document are useful support for pavement management systems. The output can also be used for type approval and performance control of new and old pavements. The indices can be used on rigid, flexible and gravel road surfaces.
This document doesn’t define from what position on the road the longitudinal profile should be obtained.
The derived indices are portable in the sense that they can be obtained from longitudinal profiles measured with a variety of instruments.

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This document describes a test method to determine the average depth of pavement surface macrotexture (see Clause 3) by measuring the profile of a surface and calculating the texture depth from this profile. The technique is designed to provide an average depth value of only the pavement macrotexture and is considered insensitive to pavement microtexture and unevenness characteristics.
The objective of this document is to make available an internationally accepted procedure for determination of pavement surface texture depth which is an alternative to the traditionally used volumetric patch technique (generally using sand or glass beads), giving comparable texture depth values. To this end, this document describes filtering procedures that are designed to give the best possible representation of texture depths determined with the volumetric patch method[13].
Modern profilometers in use are almost entirely of the contactless type (e.g. laser, light slit or light sheet, to mention a few) and this document is primarily intended for this type. However, this does not exclude application of parts of it for other types of profilometers.
This ISO 13473 series has been prepared as a result of a need identified when specifying a test surface for vehicle noise measurement (see ISO 10844:2014[6]). Macrotexture depth measurements according to this document are not generally adequate for specifying test conditions of vehicle or traffic noise measurements, but have limited applications as a supplement in conjunction with other ways of specifying a surfacing.
This test method is suitable for determining the mean profile depth (MPD) of a pavement surface. This MPD can be transformed to a quantity which estimates the macrotexture depth according to the volumetric patch method. It is applicable to field tests as well as laboratory tests on pavement samples. When used in conjunction with other physical tests, the macrotexture depth values derived from this test method are applicable to estimation of pavement skid resistance characteristics (see e.g. Reference [15]), estimation of noise characteristics and assessment of the suitability of paving materials or pavement finishing techniques.
The method, together with other measurements (where applicable), such as porosity or microtexture, can be used to assess the quality of pavements.
This document is adapted for pavement texture measurement and is not intended for other applications. Pavement aggregate particle shape, size and distribution are surface texture features not addressed in this procedure. The method is not meant to provide a complete assessment of pavement surface texture characteristics. In particular, it is known that there are problems in interpreting the result if the method is applied to porous surfaces or to grooved surfaces (see Annex B).
NOTE Other International Standards dealing with surface profiling methods include, for example, References [1], [2] and [3]. Although it is not clearly stated in these, they are mainly used for measuring surface finish (microtexture) of metal surfaces and are not intended to be applied to pavements.

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This document establishes the terminology, functions, types and characteristics of road milling machinery. It is applicable to the planing of pavements made of concrete, asphalt and similar materials with a view to removing them.

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ISO 8608:2016 specifies a uniform method of reporting measured vertical road profile data for either one-track or multiple-track measurements. It applies to the reporting of measured vertical profile data taken on roads, streets and highways, and on off-road terrain. It does not apply to rail-track data. Measurement and processing equipment and methods are not included.

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This Technical Specification specifies test methods for the determination of the slip resistance of surfaces in the most commonly encountered situations in which pedestrians walk. This Technical Specification does not cover sports surfaces and road surfaces for vehicles (skid resistance).

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This Technical Specification specifies test methods for the determination of the slip resistance of surfaces in the most commonly encountered situations in which pedestrians walk.
This Technical Specification does not cover sports surfaces and road surfaces for vehicles (skid resistance).

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This document applies to road surface treatment machines, which are in particular:
- binder sprayers [or sprayers];
- chipping spreaders [or spreaders];
- machines for surface repairs !(binder sprayer chipping spreader [or sprayer spreader]);
- mastics asphalt mixers;
- joint sealer;
- micro-surfacing machines/slurry machines;
(see also Clause 3).
Road surface treatment machines can be mounted on a carrier vehicle, trailer or articulated truck, combining
to form an integral unit. It is also possible to mount a road surface treatment machine on its own chassis
construction and propulsion system (self-propelled or pedestrian-controlled). In all cases the machine and
chassis form an integral unit.
Directives and standards for the vehicular truck chassis aspects, termed 'carrier vehicle' in this document,
would be those relative to that equipment, even where specific modifications have been made to realize the
road surface treatment application. The use in public road traffic is governed by the national regulations.
This document deals with all significant hazards identified through a risk assessment relevant to road surface
treatment machines when they are used as intended and under the conditions foreseen by the manufacturer
(see Clause 4). This document does not deal with significant hazards associated with pressurized tanks, noise
and EMC. This document specifies the appropriate technical measures to eliminate or reduce risks arising
from the significant hazards associated with machine operation, setting and adjustments, load discharge and
routine maintenance.
This document does not include requirements for the carrier vehicles or special constructions. These are
covered in directives related to the construction of vehicles. Demountable bodywork systems (e.g.
demountable containers) are specified in other standards. !Vibrations are not dealt with in the standard,
because for all machines of this family vibration is not a relevant hazard due to the low working speed and
special working conditions (e.g. flat surface).

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This European Standard applies to road surface treatment machines, which are in particular:
-   binder sprayers [or sprayers];
-   chipping spreaders [or spreaders];
-   machines for surface repairs (binder sprayer chipping spreader [or sprayer spreader]);
-   mastics asphalt mixers;
-   joint sealer;
-   micro-surfacing machines/slurry machines;
-   cold asphalt laying / micro-asphalt-paving machines
(see also Clause 3).
Road surface treatment machines can be mounted on a carrier vehicle, trailer or articulated truck, combining to form an integral unit. It is also possible to mount a road surface treatment machine on its own chassis construction and propulsion system (self-propelled or pedestrian-controlled). In all cases the machine and chassis form an integral unit.
Directives and standards for the vehicular truck chassis aspects, termed 'carrier vehicle' in this document, would be those relative to that equipment, even where specific modifications have been made to realize the road surface treatment application. The use in public road traffic is governed by the national regulations.
This European Standard deals with all significant hazards identified through a risk assessment relevant to road surface treatment machines when they are used as intended and under the conditions foreseen by the manufacturer (see Clause 4). This European Standard does not deal with significant hazards associated with pressurized tanks, and EMC. This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards associated with machine operation, setting and adjustments, load discharge and routine maintenance.
This European Standard does not include requirements for the carrier vehicles or special constructions. These are covered in directives related to the construction of vehicles. Demountable bodywork systems (e.g. demountable containers) are specified in other standards. Vibrations are not dealt with in the standard, because for all machines of this family vibration is not a relevant hazard due to the low working speed and special working conditions (e.g. flat surface).
This European Standard does not deal with the risks associated with the operation of the machines in potentially explosive atmospheres.
This European Standard does not include requirements of the 94/55/EC Directive related to transport of dangerous goods by road but contains additional specifications in link with these existing requirements.
This European Standard applies to machines which are manufactured after the date of approval of this standard by CEN.

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This European Standard specifies the safety requirements applicable to stationary and relocatable mixing plants for the production of materials (e.g. hot-mix asphalt, cold-mix asphalt, cement gravel) used for the construction and maintenance of traffic routes (roads, highways, sidewalks, airfields, etc.) water retaining works, dam walls, culverts, etc.
This European Standard applies to the following types of mixing plant:
a)   hot Asphalt mixing plant;
b)   cold mixing plant (e.g. for production of cement gravel, cold mix asphalt);
c)   mixing plant for bituminous or non-bituminous reclaimed materials;
d)   mixing plant for mastic asphalt, also including natural asphalt.
Machines moving during the working process (e.g. mobile mastic asphalt mixers) and crushers are not covered by this European Standard.
Those types of asphalt mixing plants can also be combined or enlarged by additional installations (e.g. Plant for storage of binders (e.g. bituminous, synthetic, vegetal).
This European Standard deals with all significant hazards pertinent to mixing plants, when they are used as intended and under the conditions of misuse which are reasonably foreseen by the manufacturer (see Clause 4). This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards.
This European Standard does not apply to machines for the production of cement concrete and mortar as covered in EN 12151.
This European Standard does not deal with hazards caused by flammable gases. As soon as information is available it will be included.
This European Standard is not applicable to mixing plants for road construction materials, which are manufactured before the date of publication of this European Standard by CEN.

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This European Standard specifies the safety requirements applicable to stationary and relocatable mixing plants for the production of materials (e.g. hot-mix asphalt, cold-mix asphalt, cement gravel) used for the construction and maintenance of traffic routes (roads, highways, sidewalks, airfields, etc.) water retaining works, dam walls, culverts, etc.
This European Standard applies to the following types of mixing plant:
a)   hot Asphalt mixing plant;
b)   cold mixing plant (e.g. for production of cement gravel, cold mix asphalt);
c)   mixing plant for bituminous or non-bituminous reclaimed materials;
d)   mixing plant for mastic asphalt, also including natural asphalt.
Machines moving during the working process (e.g. mobile mastic asphalt mixers) and crushers are not covered by this European Standard.
Those types of asphalt mixing plants can also be combined or enlarged by additional installations (e.g. Plant for storage of binders (e.g. bituminous, synthetic, vegetal).
This European Standard deals with all significant hazards pertinent to mixing plants, when they are used as intended and under the conditions of misuse which are reasonably foreseen by the manufacturer (see Clause 4). This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards.
This European Standard does not apply to machines for the production of cement concrete and mortar as covered in EN 12151.
This European Standard does not deal with hazards caused by flammable gases. As soon as information is available it will be included.
This European Standard is not applicable to mixing plants for road construction materials, which are manufactured before the date of publication of this European Standard by CEN.

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This Technical Specification describes a method only used on airports for determining the skid resistance of pavements by measurement of the longitudinal friction coefficient LFCI.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a trailer with a standard slip ratio of 15 %. The slip ratio can be chosen between 0 % and 100 % for research application.
The test tyre is dragged over a pre wetted pavement under vertical force and constant speed conditions while the test tyre is parallel to the direction of motion.
This Technical Specification covers the operation of the IMAG device.
The skid resistance of a pavement is determined by friction measurements at different speeds. Tests can be performed between 40 km/h and 120 km/h but standard test speeds are 40 km/h, 65 km/h and 95 km/h. Low speed measurements asses the microtexture while high speed measurements asses the macrotexture. The skid resistance is reported as friction measurements at these speeds and by comparison with the minimum friction level.

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ISO 15688:2012 establishes the terminology, definitions of operation and commercial specifications for soil stabilizers and their components intended for use in road construction and pavement works. ISO 15688:2012 does not apply to soil stabilizers used in agricultural applications.

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This European standard describes a method for determining the slip/skid resistance of a surface using a device which remains stationary at the test location. The slip/skid resistance is measured by means of a pendulum arm. The method provides a measure of the slip/skid resistance properties of a surface either in the field or in the
laboratory. This method measures the slip/skid resistance of a small area of a surface (approximately 0,01 m2). This should be considered when deciding its applicability to a surface which may have non-homogeneous surface characteristics, e.g. containing ridges or grooves, or is rough textured (exceeding 1,2 mm patch test).
NOTE 1 As the results from this test are taken at one small location, the results cannot be compared with results from devices e. g. mobile devices, that measure the slip/skid resistance over a long length of a surface. NOTE 2 The accuracy and precision of the test can be affected by the operative. The test should be carried out by a
trained and competent person who has carried out the validation procedure in Annex A.1.

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This European Standard describes a method for determining the slip/skid resistance of a surface using a device which remains stationary at the test location. The slip/skid resistance is measured by means of a slider mounted at the end of a pendulum arm.
The method provides a measure of the slip/skid resistance properties of a surface either in the field or in the laboratory.
This method measures the slip/skid resistance of a small area of a surface (approximately 0,01 m2). This should be considered when deciding its applicability to a surface which may have non-homogeneous surface characteristics, e.g. containing ridges or grooves, or is rough textured (exceeding 1,2 mm patch test).
NOTE   As the results from this test are taken at one small location, the results cannot be compared with results from devices e.g. mobile devices, that measure the slip/skid resistance over a long length of a surface.

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This document describes a method for determining the wet-road skid resistance of a surface by measurement of a sideway force coefficient SFCO. The method provides a measure of the wet-road skid resistance properties of a bound surface by measurement of sideway-force coefficient at a controlled speed. The method has been developed for use on roads but is also applicable to other paved areas such as airport runways.
This document covers the operation of the Odoliograph. This is a device developed by the Belgian Road Research Centre that uses the side-force principle to make routine, expertise and research measurements of skid resistance continuously on long lengths of road.
A machine conforming to the general characteristics of the Odoliograph designed by the Belgian Road Research Centre and the specific provisions of this document may also be used for the tests.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. Where measurement of pavement texture is required the standard for this measurement and the device is described in EN ISO 13473-1.

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This part of EN 500 specifies the safety requirements for compaction machines as defined in Clause 3 and deals with all significant hazards, hazardous situations and events relevant to compaction machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable. This document specifies additional requirements to and/or exceptions from EN 500-1 ”Common requirements”. This part of EN 500 is not applicable for seated ride-on operated rollers with a drum width less than nominal 0,8 m.

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This document describes a method for determining the skid resistance of a surface by measurement of the longitudinal friction coefficient LFCN.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a continuous reading braked wheel fixed-slip device.
The test tyre is dragged, parallel to the direction of motion and perpendicular to a pre-wetted pavement under controlled speed conditions.
This document covers the operation of the BV11 and SAAB Friction Tester (SFT) with a fixed slip ratio of 17 %.
Machines conforming to the general characteristics of the BV11 and SAAB Friction Tester and with the specific provisions of this document may also be used for the tests.

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This document describes a method for determining the skid resistance of a paved surface by measurement of the longitudinal friction coefficient my SRM.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a locked wheel with a slip ratio of 0 % (locked wheel: standard), or a slip ratio of (15 +- 1) % or ABS and a controlled speed. The test tyre is dragged over a pre-wetted pavement under controlled load and constant speed conditions while the test tyre is parallel to the direction of motion and to the pavement.
This document covers the operation of the Stuttgarter Reibungsmesser (SRM) of the IVT ETH Zürich.

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This part of EN 500 specifies the safety requirements for compaction machines as defined in Clause 3 and deals with all significant hazards, hazardous situations and events relevant to compaction machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable.
This document specifies additional requirements to and/or exceptions from EN 500-1 "Common requirements".

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This European Standard specifies a method for determining the average depth of pavement surface
macrotexture by careful application of a known volume of material on the surface and subsequent
measurement of the total area covered. The technique is designed to provide an average depth value of only
the pavement macrotexture and is considered insensitive to pavement microtexture characteristics.
This test method is suitable for field tests to determine the average macrotexture depth of a pavement
surface. When used in conjunction with other physical tests, the macrotexture depth values derived from this
test method can be used to determine the pavement skid resistance capability, noise characteristics and the
suitability of paving materials or finishing techniques. When used with other tests, care should be taken that all
tests are applied at the same location.

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This European Standard specifies a method for determining the average depth of pavement surface
macrotexture by careful application of a known volume of material on the surface and subsequent
measurement of the total area covered. The technique is designed to provide an average depth value of only
the pavement macrotexture and is considered insensitive to pavement microtexture characteristics.
This test method is suitable for field tests to determine the average macrotexture depth of a pavement
surface. When used in conjunction with other physical tests, the macrotexture depth values derived from this
test method can be used to determine the pavement skid resistance capability, noise characteristics and the
suitability of paving materials or finishing techniques. When used with other tests, care should be taken that all
tests are applied at the same location.

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This method defines a process for comparing the friction results from a number of devices.
By combining together the friction and texture from individual measuring devices, it allows skid resistance determined by different dynamic methods to be expressed on a common scale, namely the Skid Resistance Index (SRI).
As its precision has not been determined, the method should not be used in specifications for surface materials.
Friction is essential for a safe grip between vehicle and surface. Surfaces can be in different conditions and of different types, which can lead to varying friction. Another important factor is the climate and weather conditions that indeed affect the friction, in most cases for the worse. This standard excludes surfaces when they are in winter road condition. It also excludes road marking surfaces.

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This Technical Specification describes a method for determining the wet-road skid resistance of a surface by measuring the LFCD.
The method provides a measure of the wet-road skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient at a fixed slip ratio of 86 % and at a controlled speed. The method has been developed for use on roads, but is also applicable to other paved areas such as airports.
This Technical Specification covers the following proprietary devices:
- DWWNL skid resistance trailer device, which has been developed by the Dienst Weg en Waterbouwkunde (DWW) of Rijkswaterstaat in the Netherlands. The device uses a standard PIARC smooth test tyre being dragged over a pre-wetted pavement under controlled speed conditions while its running direction is parallel to the direction of motion and perpendicular to the pavement. Several DWW skid resistance trailer devices have been manufactured under license and operate in combination with variable towing vehicles.

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This part of EN 500 specifies the common safety requirements for mobile road construction machinery 1) . The EN 500 series is applicable to mobile road construction machinery as listed in Annex A. When no specific standard exists, EN 500-1 applies. It specifies common requirements for the design and construction of mobile road construction machinery in order to protect workers from accidents and health hazards which could occur during operation, loading, transport and maintenance. Additional specific requirements for certain types of mobile road construction machinery are given in parts 2 to 4 and 6 of this standard. This part of this standard gives safety requirements for all types of mobile road construction machinery and shall be used in conjunction with one of the parts 2 to 4 and 6. These machine-specific parts do not repeat the requirements from part 1 but add to or replace the requirements for the type of mobile road construction machinery in question. Machine-specific requirements in parts 2 to 4 and 6 take precedence over the respective requirements of this standard. For types of mobile road construction machinery not dealt with in parts 2 to 4 and 6, EN 500-1 applies !and if for those machinery additional derived risks may arise, these risks have to be taken into consideration". This European Standard deals with all significant hazards, hazardous situations and events relevant to mobile road construction machinery, when they are used as intended and under conditions of misuse which are reasonably foreseeable (see Clause 4). This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards as specified in Clause 4. This European Standard applies to machines which are manufactured after the date of publication of this European Standard by CEN.

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This Technical Specification describes a method for determining the skid resistance of a surface by measurement of the longitudinal friction coefficient LFCG.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a continuous reading small braked wheel fixed-slip device.
The test tyre is dragged over a pre-wetted pavement under controlled speed conditions while the test tyre is parallel to the direction of motion and perpendicular to the pavement.
Test speeds can vary from 5 km/h to 130 km/h depending on the application. The measured values can be affected by the test speed.
The method has been developed for use on paved areas such as roads and airport runways and can also be used indoors.
This Technical Specification covers the operation of the Griptester:
The GripTester(registered trademark) is a device developed by Findlay Irvine Ltd in the United Kingdom that uses the braked-wheel fixed-slip principle with a small test wheel to make measurements of skid resistance continuously on airfields, roads and other surfaces. The fixed slip ratio is 15 %.
A machine conforming to the general characteristics of the GripTester and the specific provisions of this Technical Specification may also be used for the tests.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. Where measurement of pavement texture is required the standard for this measurement and the device is described in EN ISO 13473 1.

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This Technical Specification describes a method for determining the skid resistance of pavements by measurement of the longitudinal friction coefficient LFCT.
The method provides a measure of the skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a continuous reading braked test wheel with a slip ratio of 25 % (standard) or a variable slip between 0 % to 100 % (for research measurements).
The test tyre is dragged over a pre-wetted pavement under controlled load and constant speed conditions. The measured values can be affected by the test speed.
This technical specification covers the operation of the Tatra Runway Tester (TRT).
The acronym Tatra Runway Tester (TRT) applies to a device, developed by Tatra Kopřivnice in the Czech Republic to perform routine, continuous measurements of friction for long road sections or punctual measurements at different speeds to characterise a particular section. It is not manufactured under license.
A machine conforming to the general characteristics of the TRT and the specific provisions of this Technical Specification may also be used for the tests.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. Where measurement of pavement texture is required, the standard for this measurement and the device is described in EN ISO 13473-1.

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This document describes a method for determining the skid resistance of a surface by measurement of the longitudinal friction coefficient LFCN.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a continuous reading braked wheel fixed-slip device.The test tyre is dragged over a pre-wetted pavement under controlled speed conditions while the test tyre is parallel to the direction of motion and perpendicular to the pavement.This Technical Specification covers the operation of the Road Analyser and Recorder of Norsemeter (ROAR). The fixed slip ratio is 20 %.
A machine conforming to the general characteristics of the ROAR and the specific provisions of this Technical Specification may also be used for the tests.
In addition to friction measurements, to determine the macro texture of the pavement surface a laser system is used. This system is placed in front of the towing vehicle in order to measure the macro texture (mean profile depth - MPD) on dry pavements and on the same path as the skid resistance measurement is done. The standard for this measurement and the device is described in EN ISO 13473-1.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. The skid resistance may be reported either as friction measurement or as a combination of friction and texture measurements.

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This Technical Specification describes a method for determining the wet road skid resistance of a surface by measuring the LFCRNL using the Road Analyser and Recorder of Norsemeter (ROAR).
In addition to the friction measurement also measurements of pavement texture can be performed.
The method provides friction coefficient measurements of pavements by using a hydraulically braked test wheel at a pre set slip ratio, which can be fixed from 5 % to 95 %. Default value for the Netherlands is 86 %.
The standard test tyre is dragged over a pre wetted pavement under controlled load and speed conditions while its running direction is parallel to the direction of motion and perpendicular to the pavement.
To determine the macro texture of the pavement a laser system is used. This system is placed in front of the towing vehicle in order to measure the macro texture on dry pavements and on the same path as the skid resistance measurement is done. The standard for this measurement and the used measuring device are well described in standards EN ISO 13473-1 and ISO 13473-2.

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This Technical Specification describes a method for determining the wet road skid resistance of a surface by measurement of the sideway force coefficient SFCS.
The method provides a measure of the wet road skid resistance properties of a bound surface by measurement of sideway force coefficient at a controlled speed. The method has been developed for use on roads but is also applicable to other paved areas such as airport runways.
This technical specification covers the operation of the Sideway force Coefficient Routine Investigation Machine SCRIM. This is a device developed by the "Transport Research Laboratory in the United Kingdom" that uses the side force principle to make routine measurements of skid resistance continuously on long lengths of road. SCRIM test equipment has been built onto a number of different vehicle chassis and functions independently of vehicle choice.
A machine conforming to the general characteristics of the SCRIM designed by the Transport Research Laboratory and the specific provisions of this Technical Specification may also be used for the tests.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. Where measurement of pavement texture is required the standard for this measurement and the device is described in EN ISO 13473 1.

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This Technical Specification describes a method for determining the skid resistance of a paved surface by measurement of the longitudinal friction coefficient LFCS. This Technical specification covers the operation of the Road Surface Tester of arsenal research (RoadSTAR).
The method "RoadSTAR" provides a measure of the skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a continuous reading car sized braked wheel fixed slip device.
The method "RoadSTAR" provides skid resistance measurements of pavements by using the modified Stuttgart skiddometer (Stuttgarter Reibungsmesser). RoadSTAR utilizes a measurement representing the steady-state friction on a braked test wheel at a slip ratio of 82 % (for standard conditions), 37,5 %, 50 %, 75 % (for comparison measurements), with locked wheel or under ABS - braking conditions (for research measurements). The test wheel is dragged over a pre wetted pavement surface under controlled load and speed conditions while the test tyre is parallel to the direction of motion and perpendicular to the pavement.
NOTE   Three different slip ratios are retained in order to use the same slip speed for the three different nominal testing speeds of 40 km/h, 60 km/h and 80 km/h for comparison measurements. The common slip speed is chosen equal to 30 km/h:
- for a testing speed of 40 km/h it is necessary to apply a slip ratio of 75 %,
- for a testing speed of 60 km/h it is necessary to apply a slip ratio of 50 %,
- for a testing speed of 80 km/h it is necessary to apply a slip ratio of 37,5 %.
A machine conforming to the general characteristics of the RoadSTAR and the specific provisions of this Technical Specification should be used for the tests.
In addition to friction measurements, to estimate the macro texture of the pavement surface, a laser system is used. (....)

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This Technical Specification describes a method for determining the wet-road skid resistance of a surface by measurement of the sideway-force coefficient SFCD.
The method provides a measure of the wet-road skid resistance properties of a bound surface by measurement of sideway-force coefficient at a controlled speed.
This Technical Specification covers the operation of the sideway-force Coefficient Machine (SKM) developed in Germany.
The SKM skid resistance measurement technique determines the sideway-force acting on a particular, angled wheel.
NOTE   Because wet pavement surfaces exhibit especially large differences in adhesion and constitute an almost exclusive environment in which the adhesion between tyre and pavement can drop to critically low levels, the test pavement is wetted in the region of the test wheel line during measurements.
The SKM measurement technique has been developed for Network-wide measurements of skid resistance during road monitoring and assessment of pavement surfaces on German federal motorways and highways. It is also applicable to skid resistance measurements for road construction contracts.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. Where measurement of pavement texture is required the standard for this measurement and the device is described in EN ISO 13473-1.

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This Technical Specification describes a method for determining the skid resistance of paved surface by measurement of the longitudinal friction coefficient µSkid.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a locked wheel with a slip ratio of 0 % (locked wheel: standard), or a slip ratio of (14 ± 1) % and a controlled speed. The test tyre is dragged over a pre-wetted pavement under controlled load and constant speed conditions while the test tyre is parallel to the direction of motion and to the pavement.
This Technical Specification covers the operation of the Skiddometer, Type BV 8, used in Switzerland.

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This Technical Specification describes a method for determining the skid resistance of pavements by measurement of the longitudinal friction coefficient LFCA.
The method provides a measure of the wet skid resistance properties of a bound surface by measurement of the longitudinal friction coefficient using a locked wheel trailer with a slip ratio of 100 % (locked wheel: standard), or a variable slip between 0 % to 100 % (for research measurements). Within this method the steady state friction on a braked test wheel is measured.
The test tyre is dragged over a pre wetted pavement under controlled load and constant speed conditions while the test tyre is parallel to the direction of motion and perpendicular to the pavement.
This technical specification covers the operation of the ADHERA device.
NOTE   The research measurements are not yet measured by all the ADHERA but with only one called "ADHERA research".
In addition to friction measurements, to determine the macro texture of the pavement surface a laser system is used (mlpc device named RUGO). This system is placed just before the test wheel in order to measure the macro texture (mean profile depth - MPD) on dry pavements and on the same path as the skid resistance measurement is done. The standard for this measurement and the device is described in EN ISO 13473 1.
The skid resistance of a pavement is determined by friction measurements and measurements of pavement texture. The skid resistance may be reported either as friction measurement or as a combination of friction and texture measurements.

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1.1   This part of EN 500 specifies the common safety requirements for mobile road construction machinery ). The EN 500 series is applicable to mobile road construction machinery as listed in Annex A. When no specific standard exists, EN 500-1 applies.
It specifies common requirements for the design and construction of mobile road construction machinery in order to protect workers from accidents and health hazards which could occur during operation, loading, transport and maintenance.
Additional specific requirements for certain types of mobile road construction machinery are given in parts 2 to 4 and 6 of this standard.
This part of this standard gives safety requirements for all types of mobile road construction machinery and shall be used in conjunction with one of the parts 2 to 4 and 6. These machine-specific parts do not repeat the requirements from part 1 but add to or replace the requirements for the type of mobile road construction machinery in question.
Machine-specific requirements in parts 2 to 4 and 6 take precedence over the respective requirements of this stan-dard.
For types of mobile road construction machinery not dealt with in parts 2 to 4 and 6, EN 500-1 applies and if for those machinery additional derived risks may arise, these risks have to be taken into consideration.
1.2   This European Standard deals with all significant hazards, hazardous situations and events relevant to mobile road construction machinery, when they are used as intended and under conditions of misuse which are reasonably foreseeable (see Clause 4).
This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards as specified in Clause 4.
1.3   This European Standard applies to machines which are manufactured after the date of publication of this European Standard by CEN.

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This European Standard applies to pedestrian controlled floor sawing machines having power feed, manual feed or hand feed (see 3.2) for sawing, grooving and milling floor surfaces made of concrete, asphalt and similar mineral building materials where the main power is supplied by electric or internal combustion prime engine. The power transmission of floor sawing machines is mechanical or hydraulic.
This European Standard deals with all significant hazards pertinent to floor sawing machines, when they are used as intended and under the conditions foreseen by the manufacturer (see clause 4). This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards.
These machines are designed for use with rotating cutting-off wheels for wet and dry cutting. These cutting-off wheels can be either a diamond cutting-off wheel or a boron nitride cutting-off wheel.
NOTE   Other types of cutting tools may also be used provided that they fall within the design and usage parameters of the machine. This standard does not cover this.
This European Standard does not apply to:
-   self-propelled ride-on floor sawing machines;
-   machines moving along a rail;
-   hand-held portable cutting off machines for construction materials mounted on a mobile support, to be used as floor saws;
-   remote controlled machines.
This European Standard covers electrical hazards by making reference to relevant European Standards (see 5.2).
Those hazards that are relevant for all mechanical, electrical, hydraulic and other equipment or machinery and that are dealt with in standards for common use are not covered by this European Standard. Reference to pertinent standards is made where such standards are applicable and so far necessary.
In this European Standard, floor sawing machines are called "machines", and cutting-off wheels are called "tools".

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This European Standard applies to pedestrian controlled floor sawing machines having power feed, manual feed or hand feed (see 3.2) for sawing, grooving and milling floor surfaces made of concrete, asphalt and similar mineral building materials where the main power is supplied by electric or internal combustion prime engine. The power transmission of floor sawing machines is mechanical or hydraulic.
This European Standard deals with all significant hazards pertinent to floor sawing machines, when they are used as intended and under the conditions foreseen by the manufacturer (see clause 4). This European Standard specifies the appropriate technical measures to eliminate or reduce risks arising from the significant hazards.
These machines are designed for use with rotating cutting-off wheels for wet and dry cutting. These cutting-off wheels can be either a diamond cutting-off wheel or a boron nitride cutting-off wheel.
NOTE   Other types of cutting tools may also be used provided that they fall within the design and usage parameters of the machine. This standard does not cover this.
This European Standard does not apply to:
-   self-propelled ride-on floor sawing machines;
-   machines moving along a rail;
-   hand-held portable cutting off machines for construction materials mounted on a mobile support, to be used as floor saws;
-   remote controlled machines.
This European Standard covers electrical hazards by making reference to relevant European Standards (see 5.2).
Those hazards that are relevant for all mechanical, electrical, hydraulic and other equipment or machinery and that are dealt with in standards for common use are not covered by this European Standard. Reference to pertinent standards is made where such standards are applicable and so far necessary.
In this European Standard, floor sawing machines are called "machines", and cutting-off wheels are called "tools".
This European Standard applies primarily to machines which are manufa

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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.

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This document establishes the minimum requirements and criteria for classification and measurement procedures with profiling devices, designed for the measurement of transverse and/or longitudinal profiles in the unevenness and megatexture wavelength ranges. Also recommendations for verification and calibration are included.
Profiling devices are equipment for measuring evenness of pavements in the longitudinal and/or in the transverse direction of the road or runway.
Highway agencies, equipment manufacturers, and other organizations can use this standard to define the measuring capabilities of survey equipment that collects the data necessary to characterize surface conditions.
Evenness measurements can be performed by means of static or dynamic devices. A dynamic measurement is a measurement executed out of a device running in the normal traffic flow at the accepted minimum speed or at higher speed (high speed). The standard includes high-speed, low-speed, and stationary equipment.

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This part of EN 500 specifies the safety requirements for road-milling machines as defined in Clause 3 and deals with all significant hazards, hazardous situations and events relevant to these machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable.
This part of EN 500 contains additional requirements to EN 500-1 "Common requirements".

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This part of EN 500 specifies the safety requirements for soil-stabilising machines and recycling machines as de-fined in Clause 3 and deals with all significant hazards, hazardous situations and events relevant to these ma-chines, when they are used as intended and under conditions of misuse which are reasonably foreseeable.
This part of EN 500 contains additional requirements to EN 500-1 "Common requirements".

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This part of EN 500 specifies the safety requirements for soil-stabilising machines and recycling machines as de-fined in Clause 3 and deals with all significant hazards, hazardous situations and events relevant to these ma-chines, when they are used as intended and under conditions of misuse which are reasonably foreseeable.
This part of EN 500 contains additional requirements to EN 500-1 "Common requirements".

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This part of EN 500 specifies the safety requirements for road-milling machines as defined in Clause 3 and deals with all significant hazards, hazardous situations and events relevant to these machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable.
This part of EN 500 contains additional requirements to EN 500-1 "Common requirements".

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This part of EN 500 specifies the safety requirements for paver-finishers as defined in Clause 3 and deals with the significant hazards relevant to these machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable. This part of EN 500 contains additional requirements to EN 500-1 "Common requirements".
If internal and/or external vibrators are used for concrete paving, then prEN 12649 applies.

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This part of EN 500 specifies the safety requirements for paver-finishers as defined in Clause 3 and deals with the significant hazards relevant to these machines, when they are used as intended and under conditions of misuse which are reasonably foreseeable. This part of EN 500 contains additional requirements to EN 500-1 "Common requirements".
If internal and/or external vibrators are used for concrete paving, then prEN 12649 applies.

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This document specifies the nominal dimensions for surface profile features and patterns for the surfaces of pedestrian paving units, used to convey information for visually impaired people. It applies to paving units made of concrete, clay and stone.
This document does not specify requirements for visibility (colour, luminance contrast or profile) except where this visibility is provided by the tactile paving surface indicator. It does not specify material characteristics.
NOTE 1   See Introduction for an explanation for the exclusion of luminance contrast requirements.
NOTE 2   A guide to the various applications of tactile surfaces in a number of European countries is given in informative Annex A.

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