5.1 This test method measures the permanent deformation behavior and rutting resistance of an asphalt mixture specimen.5.2 This method can also measure moisture susceptibility of an asphalt mixture specimen if required by the agency.NOTE 1: The quality of the results produced by this standard are dependent on the competence of the personnel performing the procedure and the capability, calibration, and maintenance of the equipment used. Agencies that meet the criteria of Specification D3666 are generally considered capable of competent and objective testing, sampling, inspection, etc. Users of this standard are cautioned that compliance with Specification D3666 alone does not completely ensure reliable results. Reliable results depend on many factors; following the suggestions of Specification D3666 or some similar acceptable guideline provides a means of evaluating and controlling some of those factors.1.1 This test method describes a procedure for testing permanent deformation behavior and rutting resistance of compacted asphalt mixtures using a modified version of a loaded wheel tracker device2 utilizing controlled confining pressure. The test specimen is tested either dry or moisture conditioned. A laboratory roller compactor or its equivalent is used to prepare test slabs of 305 mm by 305 mm [12 in. by 12 in.] and thickness 50 mm, 75 mm, or 100 mm [2 in., 3 in., or 4 in.] depending on the nominal maximum aggregate size. The thickness of the specimen must be at least two and half times the nominal maximum aggregate size. Alternatively, saw-cut slab specimens with dimensions 305 mm by 305 mm [12 in. by 12 in.] and thickness 50 mm to 100 mm [2 in. to 4 in.] may be secured from the field.1.2 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.1.3 The text of this standard references notes and footnotes which provide explanatory material. These notes and footnotes (excluding those in tables and figures) shall not be considered as requirements of the standard.1.4 Since a precision estimate for this standard has not been fully developed, the test method is to be used for research and informational purposes only. Therefore, this standard should not be used for acceptance or rejection of a material for purchasing purposes.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification covers the standard for front wheel retention systems for all bicycles equipped with manually operated retention systems such as a quick release. This specification is only for bicycles equipped with manually operated retention systems, and does not apply to tool-operated wheel fastening systems. Primary retention and secondary retention tests shall be performed to conform to the specified requirements.1.1 These test methods and specifications cover the standard for front wheel retention systems for all bicycles equipped with manually operated retention systems such as a quick release.1.2 This specification is only for bicycles equipped with manually operated retention systems, and does not apply to tool-operated wheel retention systems.1.3 The intent of this specification is to define the performance of primary and secondary wheel retention systems, with the focus on preventing unintended wheel separation and prevention of unintended contact of the retention system with the disc brake rotor or wheel.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 The test method is developed for determining the rutting and moisture susceptibility of asphalt mixtures. The rutting and moisture damage resistance can help differentiate mixtures whose service life might be compromised by permanent deformation or by moisture damage. The test method is valid for specimens that are tested at temperatures of 60 ± 0.5 °C [140 ± 0.9 °F]. Test specimen geometry is a diameter of 150 mm [5.9 in.] and a height of 115 ± 5 mm [4.5 ± 0.2 in.]. Specimens are prepared using a Superpave gyratory compactor.NOTE 9: The quality of the results produced by this standard are dependent on the competence of the personnel performing the procedure and the capability, calibration, and maintenance of the equipment used. Agencies that meet the criteria of Specification D3666 are generally considered capable of competent and objective testing, sampling, inspection, etc. Users of this standard are cautioned that compliance with Specification D3666 alone does not completely ensure reliable results. Reliable results depend on many factors; following the suggestions of Specification D3666 or some similar acceptable guideline provides a means of evaluating and controlling some of those factors.1.1 This test method describes a procedure for testing the rutting and moisture susceptibility of asphalt specimens using the Rotary Wheel Tester (RWT). Superpave Gyratory Compactor (SGC) specimens (Test Method D6925) are wrapped, conditioned, submerged in water, and confined between three metal wheels in continuous synchronized rotation with each wheel applying a fixed load around the periphery of the specimen. The system records the number of load cycles applied to the specimen, the deformation of the specimen (rut depth), the loading rate, the temperature of the water, and Sigma, which is an indication of specimen roundness.1.2 The test method is used to determine the premature rutting susceptibility of asphalt mixtures by measuring rut depth as a function of number of load cycles throughout the test.1.3 This test method also measures the potential for moisture damage effects because the specimens are submerged in temperature-controlled water during preconditioning and for the duration of the test.1.4 The parameters of the test are shown in Table 1. See an example of the test parameters used in Appendix X1.NOTE 1: This test uses a typical specimen produced by a Superpave gyratory compactor.NOTE 2: The ruggedness study identified air void content as the most influential factor evaluated and recommended a tolerance of ±0.25 % to minimize the effect of air void content on the test results. The precision study evaluated three asphalt mixtures with specimen air void contents ranging from 2.87 % to 3.23 %, from 4.28 % to 4.64 %, and from 5.77 % to 6.19 %. Precision statements covering the air void content ranges of 2.75 % to 4.75 % and 5.75 % to 6.25 % can be found in Section 10. Lemke and Bahia (2019) found that an asphalt mixture with 7 % air void content was more susceptible to rutting than a mixture with 3 % air void content and that the test results for the 7 % AV mixture did not differentiate between control factors such as test temperature and mixture source like the mixture with 3 % air void content did.NOTE 3: The University of Wisconsin at Madison Modified Asphalt Research Center (2017) reported that the City of LA selected the test temperature of 60 °C [140 °F] because “(1) it approximates the observed high average temperature of most pavements, (2) it is close to the high temperature performance grade classification of the asphalt binder used in most local applications, (3) it allows a test to be performed in an accelerated time frame (about 2 h excluding preconditioning time), and (4) research on rut testing has shown [that] the asphalt binder seems to have the most control over the test results at lower test temperatures.” The ruggedness study was completed at 60 °C [140 °F] using PG 64-10 with 50 % RAC asphalt mixture. The precision study was completed at 60 °C [140 °F] using PG 64-10 with 50 % RAC asphalt mixture for two of the mixtures evaluated and using PG 76-22 for the third mixture considered. One may wish to consider lower test temperatures because Lemke and Bahia (2019) reported reducing the test temperature from 60 °C [140 °F] to 52 °C [125.6 °F] when testing PG 58S-28 and PG 58H-28 asphalt because of premature failure. Note 8 includes a suggestion for selecting an alternative test temperature based on the binder if one chooses to do so.NOTE 4: The University of Wisconsin at Madison Modified Asphalt Research Center (2017) reported that the City of LA selected 6900 load cycles as the maximum load cycles because “initial observations from tests showed that most samples tested showed their performance well before these values (6900 load cycles and 6.0 mm [0.24 in.]) were attained ... while those that exhibited low rut depth in the field and no moisture susceptibility showed test result curves that behaved as asymptotes to their initial creep slope until the maximum number of cycles (30 000 cycles) of the machine was attained.” 6900 load cycles was used in both the ruggedness and precision work as well. The machine has an allowable range of 300 to 30 000 load cycles.NOTE 5: The University of Wisconsin at Madison Modified Asphalt Research Center (2017) reported that the City of LA selected 6.0 mm [0.24 in.] as the maximum rut depth because “initial observations from tests showed that most samples tested showed their performance well before these values (6900 load cycles and 6.0 mm [0.24 in.]) were attained ... while those that exhibited low rut depth in the field and no moisture susceptibility showed test result curves that behaved as asymptotes to their initial creep slope until the maximum number of cycles (30 000 cycles) of the machine was attained.” 6.0 mm [0.24 in.] was used in both the ruggedness and precision work as well.NOTE 6: The University of Wisconsin at Madison Modified Asphalt Research Center (2017) reported that the City of LA selected 70 CPM as the loading rate because that is what its RWT was set at by the factory. 70 CPM was used in both the ruggedness and precision work as well. The machine has an allowable range of 60 to 90 CPM.NOTE 7: The University of Wisconsin at Madison Modified Asphalt Research Center (2017) reported that the City of LA selected an applied load of 334 N [75 lb] because that is what its RWT was set at by the factory. 334 N [75 lb] was used in both the ruggedness and precision work as well. The machine has an allowable range of 334 to 489 N [75 to 110 lb] in 22-N [5-lb] increments. Applied loads of greater than 334 N [75 lb] are not recommended based on experience.1.5 Criteria for the evaluation and interpretation of test results shall be developed for local conditions and material characteristics. Appendix X1 shows an example of how test results are used and interpreted.1.6 The text of this test method references notes and footnotes which provide explanatory material. These notes and footnotes (excluding those in tables and figures) shall not be considered as requirements of the test method.1.7 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method differentiates among wheel bearing greases having distinctly different high-temperature leakage characteristics. It is not the equivalent of longtime service tests.5.2 This test method has proven to be helpful in screening greases with respect to leakage tendencies for automotive wheel bearing applications.NOTE 1: It is possible for skilled operators to observe changes in grease characteristics that can occur during the test, such as grease condition. Leakage is reported as a quantitative value, whereas the evaluation of grease condition is subject to differences in personal judgment among operators and cannot be used effectively for quantitative measurements.1.1 This test method covers a laboratory procedure for evaluating leakage tendencies of wheel bearing greases when tested under prescribed conditions.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. The exception is apparatus dimensions, in inches, which are to be regarded as the standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 8.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method may be used for calibration of speed and distance measurement systems used on tire test vehicles and tire test trailers, or any land-based vehicle that contacts the road and that uses a trailing-wheel system for measurement of speed and distance. This test method applies only to hard, dry, smooth surfaces and is not accurate for highly curved vehicle paths. This test method does not encompass optical types of devices.1.1 This test method covers the determination of vehicle speed and cumulative distance traveled using a device termed a fifth wheel and using appropriate associated instrumentation.1.2 This test method also describes the calibration technique applicable to digital or analog speed and distance measurement systems employing a fifth wheel.1.3 The values stated in SI (millimetre-kilogram) units are to be regarded as the standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see Section 7.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 The use of laboratory-obtained polishing curves and speed gradients on proposed aggregate combinations and pavement mixtures are helpful tools in predicting the polishing characteristics of these surfaces if placed in field service.1.1 This practice describes a laboratory procedure for estimating the extent to which aggregates or pavement surfaces are likely to polish when subjected to traffic. Specimens to be evaluated for polishing resistance are placed in a circular track and subjected to the wearing action of four small-diameter, pneumatic tires without use of abrasive or water. Terminal polish is achieved after approximately 8 h of exposure.1.2 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 The severity of abrasive wear in any system will depend upon the abrasive particle size, shape, and hardness, the magnitude of the stress imposed by the particle, and the frequency of contact of the abrasive particle. In this practice these conditions are standardized to develop a uniform condition of wear which has been referred to as scratching abrasion (1 and 3). The value of the practice lies in predicting the relative ranking of various materials of construction in an abrasive environment. Since the practice does not attempt to duplicate all of the process conditions (abrasive size, shape, pressure, impact, or corrosive elements), it should not be used to predict the exact resistance of a given material in a specific environment. Its value lies in predicting the ranking of materials in a similar relative order of merit as would occur in an abrasive environment. Volume loss data obtained from test materials whose lives are unknown in a specific abrasive environment may, however, be compared with test data obtained from a material whose life is known in the same environment. The comparison will provide a general indication of the worth of the unknown materials if abrasion is the predominant factor causing deterioration of the materials.1.1 This test method covers laboratory procedures for determining the resistance of metallic materials to scratching abrasion by means of the dry sand/rubber wheel test. It is the intent of this test method to produce data that will reproducibly rank materials in their resistance to scratching abrasion under a specified set of conditions.1.2 Abrasion test results are reported as volume loss in cubic millimetres for the particular test procedure specified. Materials of higher abrasion resistance will have a lower volume loss.NOTE 1: In order to attain uniformity among laboratories, it is the intent of this test method to require that volume loss due to abrasion be reported only in the metric system as cubic millimetres. 1 mm3 = 6.102 × 10−5 in.3.1.3 This test method covers five recommended procedures which are appropriate for specific degrees of wear resistance or thicknesses of the test material.1.3.1 Procedure A—This is a relatively severe test which will rank metallic materials on a wide volume loss scale from low to extreme abrasion resistance. It is particularly useful in ranking materials of medium to extreme abrasion resistance.1.3.2 Procedure B—A short-term variation of Procedure A. It may be used for highly abrasive resistant materials but is particularly useful in the ranking of medium- and low-abrasive-resistant materials. Procedure B should be used when the volume–loss values developed by Procedure A exceeds 100 mm3.1.3.3 Procedure C—A short-term variation of Procedure A for use on thin coatings.1.3.4 Procedure D—This is a lighter load variation of Procedure A which is particularly useful in ranking materials of low-abrasion resistance. It is also used in ranking materials of a specific generic type or materials which would be very close in the volume loss rates as developed by Procedure A.1.3.5 Procedure E—A short-term variation of Procedure B that is useful in the ranking of materials with medium- or low-abrasion resistance.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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