1.1 This specification covers flexible, non-exposed glass-bead lens and microprismatic, retroreflective sheeting designed for use on traffic control signs, delineators, barricades, and other devices. This specification does not address inks, overlays, or other imaging methods that may be applied to retroreflective sheeting material to create traffic signs or other devices.1.2 Although this specification provides photometric requirements for retroreflective sheeting under evaluation, minimum performance requirements of in-service signs or other devices are outside the scope of this document.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.4 The following safety hazards caveat pertains only to the test methods portion, Section 7, of this specification. 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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Solvents in a traffic paint may cause bleeding of pavement constituents into the traffic marking, thereby rendering the traffic marking less effective as a lane or directional indicator. This test method describes how to prepare a panel for evaluation. The very subjective method of evaluating the degree of bleeding raises questions as to the usefulness of the result for specification compliance.1.1 This test method covers a laboratory test procedure for determining the degree of bleeding of traffic or pavement marking paints.1.2 The values stated in inch-pound units are to be regarded as the standard. The values given in parentheses are for information only.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 and health practices and determine the applicability of regulatory limitations prior to use.

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5.1 By exposure to sufficient foot traffic, this practice can be applied to any pile yarn floor covering which undergoes changes in surface appearance.5.1.1 This practice does not simulate surface appearance changes due to soiling, pivoting, or rolling traffic, or traffic on stairs.1.1 This practice covers the trafficking of pile yarn floor coverings in a laboratory in order to effect a change in surface appearance as a result of exposure to foot traffic under controlled conditions. A separate test method, D7330, covers the assessment of surface appearance change using the Carpet and Rug Institute Reference Scales.21.2 This practice is applicable to most changes in surface appearance observed in all types of carpet that are intended for residential or commercial use. It eliminates change in appearance associated with soiling by focusing on appearance change due to matting, flattening, or change in pile fiber configuration. Although “pile reversal” or “watermarking” is occasionally visible, this practice is not a reliable method for producing this phenomenon.1.3 This practice may be used by mutual agreement between the purchaser and supplier to set purchasing specifications.1.4 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered 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.Specific precautionary statements are given in Section 7.1.6 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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5.1 This practice addresses the installation of piezoelectric sensors that support traffic recording devices which are used for monitoring highway traffic characteristics. Thus, this practice provides information that must be used with professional judgment by qualified persons within governmental agencies and private firms to aid in the management of roads and roadway traffic.5.2 Traffic monitoring is important to the safe and efficient movement of people and goods. The purpose of this practice is to ensure that traffic monitoring procedures produce traffic data and summary statistics that are adequate to satisfy diverse and critical traffic information needs.1.1 This practice covers the installation of piezoelectric tire-force sensors that are used to detect axles when counting, classifying, or weighing vehicles as part of a roadway traffic monitoring program. Piezoelectric sensors are often used in pairs and combined with other roadway sensors such as inductive loops to classify and weigh vehicles.1.2 The practice applies only to piezoelectric tire-force sensors used for the detection of vehicle axles on a roadway.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are for information only and are not considered 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, 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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5.1 For quality assessment and/or approval for use of traffic paint stored in the field, it is often necessary to obtain a representative sample for testing. Correct sampling of traffic paint is a skilled operation, and if not properly conducted with the right equipment and procedures, a sample may inadvertently fail one or more specification tests when evaluated by a testing laboratory. Among the test results that could be affected are solids content, resin content, TiO2 content, heat-age stability, freeze-thaw stability, and dry time. Any of these could inadvertently result in non-approval or penalties.1.1 This practice covers procedures for obtaining representative field samples of mixed or unmixed waterborne, solventborne, or other liquid traffic paints, including two component reactive materials from drums, totes, or machine striping tanks. Traffic paint samples are often taken from storage containers in the field by paint suppliers or government agencies for laboratory testing to determine product quality and/or for approvals prior to striping. It is important that the samples taken are “representative” (have a composition reflecting the overall composition in the container). Although traffic paints can remain homogeneous for weeks or months, some will stratify over time and become non-homogeneous. Obtaining a representative sample can be challenging particularly in a field environment. The desired method for obtaining a liquid sample is to thoroughly mix the sample until homogeneous and then sample the mixture from the top. If complete mixing can’t be verified then an alternative practice is to obtain a sample using a liquid tube sampling device. These devices have the ability to capture a top-to-bottom core of paint from the container. Inner or outer rod tube samplers are recommended for sample extraction. The inner rod tube sampler is the preferred sampler.1.2 The practice selected for representative sampling should have written agreement between the parties providing the product and those testing the product.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered 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, 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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5.1 This standard procedure facilitates determination of the thickness of a glass construction required to resist a specified design load with a selected probability of breakage.5.2 For optical purposes, ATCT cab glass typically utilize only annealed glass products. For this reason, some specifying authorities mandate its use and prohibit heat-strengthened and tempered glass in control cabs. This standard procedure therefore addresses the following glass constructions: annealed monolithic, annealed laminated, and insulating glass fabricated with annealed monolithic or annealed laminated glass, or both. In cases where the specifying authority approves the use of heat-strengthened or fully tempered glass in the control cab or in areas where optical characteristics do not apply but are deemed critical to the facility operation, the NFL values obtained from standard may be adjusted using appropriate Glass Type Factors (GTF) and procedures for their use as specified in Practice E1300.5.3 Use of these procedures assume:5.3.1 The glass is free of edge damage and is properly glazed,5.3.2 The glass has not been subjected to abuse,5.3.3 The surface condition of the glass is typical of glass that has been in service for several years and is significantly weaker than freshly manufactured glass due to minor abrasions on exposed surfaces,5.3.4 The glass edge support system is sufficiently stiff to limit the lateral deflections of the supported glass edges to less than 1/175 of their lengths. The specified design load shall be used for this calculation, and5.3.5 The center of glass deflection shall not result in loss of edge support. Typically maintaining center of glass deflection at or below the magnitude of three times the nominal glass thickness assures that no loss of edge support will occur.5.4 Many other factors affect the selection of glass type and thickness. These factors include but are not limited to: thermal stresses, the effects of windborne debris, excessive deflections, behavior of glass fragments after breakage, seismic effects, heat flow, edge bite, noise abatement, potential post-breakage consequences, and so forth. In addition, considerations set forth in federal, state, and local building codes along with criteria presented in safety glazing standards and site-specific concerns may control the ultimate glass type and thickness selection.1.1 This practice covers the determination of the thickness of glass installed in airport traffic control towers (ATCT) to resist a specified design loading with a selected probability of breakage less than or equal to either 1 lite per 1000 or 4 lites per 1000 at the first occurrence of the design wind loading.1.2 The procedures apply to common outward sloping cab glass designs for which the specified loads do not exceed 15 kPa (313 psf).1.3 The procedures assume control tower cab glass has an aspect ratio no greater than 3.1.4 The procedures assume control tower cab glass has an area no less than 1.86 m2 (20 ft2).1.5 The use of the procedures assumes the following:1.5.1 Monolithic and laminated glass installed in ATCTs shall have continuous lateral support along two parallel edges, along any three edges, or along all four edges;1.5.2 Insulating glass shall have continuous lateral support along all four edges; and1.5.3 Supported glass edges are simply supported and free to slip in plane.1.6 The procedures do not apply to any form of wired, patterned, etched, sandblasted, or glass types with surface treatments that reduce the glass strength.1.7 The procedures do not apply to drilled, notched, or grooved glass.1.8 The procedures address the determination of thickness and construction type to resist a specified design wind load at a selected probability of breakage. The final glass thickness and construction determined also depends upon a variety of other factors (see 5.4).1.9 These procedures do not address blast loading on glass.1.10 These procedures do not apply to triple-glazed insulating glass units.1.11 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.1.12 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 to determine the applicability of regulatory limitations prior to use.1.13 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 There are general references to the principle of truth-in-data as found in Guide E2259 and Practice E2667. While these references are helpful, without clarification, differences occur within agencies over time as well as among agencies in how truth-in-data is implemented. In the absence of a standard practice for truth-in-data, documentation in some governmental agencies is neither comprehensive nor consistent. For some organizations, truth-in-data is an exception to common practice and occurs only in response to a specific request to understand a specific traffic data set or summary statistic from a traffic data set. This practice provides a consistent approach to truth-in-data implementation.4.1.1 Traffic Monitoring Stages—Traffic monitoring truth-in-data describes how base data are treated at each traffic monitoring stage from field data collection through evaluation, acceptance, summarization, and reporting.4.1.2 Benefits—Truth in data provides a means of addressing if and how missing or questionable data are modified as part of data acceptance and use. The benefit arises from understanding what data assumptions or adjustment factors, if any, were applied to reported traffic summary statistics. If an adjustment factor or factors were applied consistent with truth-in-data, the source and adjustment factor source characteristics are disclosed. With this type of information, the data user is in a better position to understand the data set and summary statistics, ask questions, and appropriately apply the data. Truth-in-data ensures that traffic data can be correctly interpreted and appropriately used to improve highway operations safety and efficiency.4.1.3 Exceptions—Traffic monitoring truth-in-data does not address subsequent use of the data and summary statistics as in longitudinal studies. Traffic monitoring truth-in-data establishes the basis for appropriate current and longer-term use of base data and summary statistics. Critical use of traffic monitoring data, such as in safety analysis, depends on the data clarity and integrity identified by implementing truth-in-data. Traffic monitoring truth-in-data does not address data storage. Traffic monitoring truth-in-data describes the conditions leading to acceptance of data for storage and the reporting of data retrieved from storage. The metadata structure for archived data management systems (ADMS) recommended for traffic monitoring data is presented in Specification E2665. An ADMS is the information management system used to store traffic data with integrity over time.1.1 Traffic monitoring truth-in-data is the disclosure of how data are managed from field data collection through evaluation, acceptance, summarization, and reporting. Through this disclosure, truth-in-data permits traffic monitoring summary statistics to be recalculated from the base data.1.1.1 Truth-in-data can be applied in all traffic monitoring programs at all levels of investment and development. Temporary manual field activities and permanent data gathering installations share a common interest in, and need for, the ability to check and confirm reported traffic statistics. This is the irreducible minimum for both sharing traffic data over time within an agency, and at a point of time and over time among agencies.1.1.2 Truth-in-data also permits alternative assessment of the base data. The ability to recalculate traffic statistics from base data provides the opportunity to use different assumptions or to apply different adjustment factors. As understanding of traffic data proceeds, truth-in-data permits equivalent longitudinal assessment of traffic summary statistics through consistent adjustment and treatment of base data over a study period.1.1.3 Truth-in-data is the foundation for all traffic monitoring programs because of its applicability to all traffic monitoring programs, its support of meaningful sharing of data among diverse programs, and its contribution to understanding and applying data for the improvement of traffic management.1.2 Units—The values stated in inch-pound units are to be regarded as the standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered 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.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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All of the methods provided involve comparisons between the spectra or chromatograms of the reference and test samples to determine if they show significant differences. It is not possible at this time to establish quantitative limits as a guide to whether a spectral or chromatographic difference is truly significant. Certainly the presence or absence of a moderate or strong peak in the test sample which is not evident in the reference is significant. A persistent difference in the ratios of two peaks of one spectrum as compared to the reference sample is significant. On the whole, some judgment must be exercised in this respect and it is advisable to refer to published data on infrared or gas chromatography in order to establish, where feasible, the possible overall nature of the adulterant or its functional group which might be causing the comparison spectra to differ.Method A is rapid and the most convenient of the procedures given. It should be utilized first in order to detect nonuniformity of the test sample. Significant spectral differences from that of the reference sample can be taken as an indication of adulteration and in such cases the use of the other methods is not necessary. As a general rule. Method A is sufficient to detect gross or major adulteration of the vehicle solids. However, where Method A shows no significant spectral differences, it cannot be assumed that the test sample is completely acceptable since changes in the type of drying oil, polyol, and certain dibasic acids in alkyd resins, addition of certain aliphatic or nonfunctional hydrocarbon resins, and many minor adulterations may not always show characteristic infrared spectral differences. Therefore, in such cases it is best to proceed to additional tests as given in Methods B and C or else alternatively directly to Method D.Method B is useful in detecting adulterations that are unsaponifiable or else have an unsaponifiable component that has escaped detection in Method A only because the adulterant may have been small in amount and therefore its strong spectral peaks may have been masked over by the rest of the vehicle solids. Some care should be taken in interpreting spectral differences in Method B to avoid an erroneous conclusion that the test sample is unacceptable because its spectrum is different. Apparent but unreal differences can occur as a result of incomplete saponification, failure to remove all saponifiable material, and varying degrees of contamination of the unsaponifiable fraction with sterols, etc., present in the vehicle solids. After it has thus been firmly established that a real spectral difference does exist, further tests are unnecessary, except that it is wise to resort again to the published literature on infrared to attempt to identify the possible nature of the adulterant. Where Methods A and B indicate acceptability of the test sample, it is still not always possible to rule out adulteration caused by changes or modifications in the saponifiable portion, that is, the type of fatty acid, dibasic acids, and polyol. In such cases, it is best to continue on to Method C for determination of the oil acids, and to other gas chromatographic methods for the polyol and dibasic acids when such equipment is available.Method C is extremely sensitive in detecting adulterations and changes that have been made in the oil or fatty acid portion of the vehicle solids. It can, for example, detect whether linseed, coconut, oiticica, etc., has been substituted for soya oil and vice versa, or whether fish or tall oil has partially or wholly replaced some other drying oil, etc. Consequently, when the results of Methods A and B suggest that the test sample is acceptable and where a drying oil component is known to be present, Method C should be used additionally for more complete assurance of product uniformity. Where the results from Method C along with those from Methods A and B indicate product uniformity, it is a fairly safe assumption that the product has not been significantly altered.Method D is intended as an alternative to Methods B and C and where the results from Method A indicate apparent product acceptability. Method D, by the use of quantitative ultraviolet spectral absorbance data, is an extremely sensitive procedure for the detection of complete or even partial adulteration of the test sample. However, considerable caution must be exercised in the preliminary pre-drying of the vehicle solids since it is at this stage that the components are extremely sensitive to oxidative changes. Even minor oxidative changes can seriously affect the absorbance data obtained in ultraviolet spectral analysis and may give an impression that the two samples being compared are different when in fact they are the same. When these considerations are provided for, and the comparison spectra are identical in Method D as well as in Method A, then it can be assumed that the sample is acceptable. Significant differences in the spectra from Method D would indicate nonuniformity of the product even though Method A may fail to reveal such nonuniformity.1.1 These practices provide general information on the instrumental techniques available for detecting adulteration or nonuniformity of the chemical nature of the vehicle solids in purchased lots of traffic paints by means of the individual or combined use of infrared and ultraviolet spectroscopy and gas chromatography. The procedures given are applicable when traffic paint is selected and purchased on the basis of pre-qualification laboratory or road performance tests, or both, and a reference sample of the original paint so evaluated and selected is retained and compared with test samples representative of subsequent purchased and delivered lots of such paint and which are required to be the same as the original reference sample.1.2 Although not specifically provided for in these practices, the methods given may also be applied, with appropriate modification, to evaluating the acceptability of traffic paints that have been purchased on the basis of composition specifications. In such cases, application is limited to the vehicle solids as before, as well as the availability of a suitable standard or range of standards representative of the vehicle solids that are acceptable and with which samples of subsequent delivered lots will be compared.1.3 The techniques provided are wholly adequate for detecting gross adulteration of the vehicle solids where completely different drying oils, resins, or polymers, or combinations of these have been substituted for those originally contained in the reference sample. In cases of lesser adulteration or modification, these methods have been found adequate for detecting vehicle solids, adulterations, or modifications as low as 5 weight % of the vehicle solids.1.4 These techniques have been developed on the basis of cooperative work with alkyd, chlorinated rubber-alkyd, and poly(vinyl toluene) type paints involving the detection of nonuniformity when such extraneous materials as rosin, fish oil, hydrocarbon resin, and chlorinated paraffin have been added. The procedures given may be, but are not necessarily completely applicable to all other types of vehicle solids or extraneous additions, or both.

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4.1 Traffic paints must have good resistance to motor oil and fuel drippings on the highway. This test method describes the procedure necessary to evaluate the resistance of traffic paint to reference test fluids in order to simulate this type of action.1.1 This practice describes a laboratory procedure for determining the resistance of a dried film of traffic paint to the action of a specified hydrocarbon solvent or gasoline fuel test fluid.1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.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.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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3.1 This practice addresses the recording of traffic characteristics, using pneumatic tubing with recording devices. This practice provides information for use with professional judgment by governmental agencies and private firms in the management of roads and roadway traffic.3.2 Traffic monitoring is important to the safe and efficient movement of people and goods. The purpose of this practice is to ensure that traffic monitoring procedures produce traffic data and summary statistics that are adequate to satisfy diverse and critical traffic information needs.1.1 This practice covers the use of pneumatic road tubes to detect the passing of load-bearing vehicle axles as part of roadway traffic monitoring.1.2 The practice applies only to pneumatic road tubes used for the detection of load-bearing vehicle axles on a roadway.1.3 The values stated in SI units are to be regarded as the standard. The inch-pound units given in parentheses are for information only.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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5.1 After waterborne traffic paints are applied to a road pavement, it is important that they be sufficiently coalesced or cured so they will not be removed by rain. This practice can be used to determine the relative water wash-off resistance of waterborne traffic paints when exposed to a water spray simulated rain.1.1 A newly applied traffic paint film may be exposed to rain of varying intensities shortly after application. Practice D7377 describes a practice for evaluating the water wash-off resistance of traffic paints to a hard rain using a steady stream of water from a faucet at a rate of approximately 5.7 L per min. Practice D7538 is a similar practice that describes the use of an adjustable nozzle atomizing spray device to deliver a spray of water that simulates rain rates from approximately 0.05 L to 0.5 L per min. This test can be used to compare conventional and fast-dry traffic paints for their relative ability to withstand rain soon after application on roadway surfaces.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this 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.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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AbstractThese test methods define two categories of acceptance tests for evaluating the performance of highway traffic monitoring devices (TMD) according to the functions it performs, the data it provides, the required accuracy of the data, and the conditions under which the device operates. The tests are performed in a field environment and result in an accept or reject decision for the TMD under analysis. The first test is the Type-approval Test intended for TMDs that have never been type approved, and verifies the functionality of all features of the TMD by providing information for evaluating the accuracy of the data item outputs when monitoring vehicle flows consisting of a mix of all anticipated vehicle classes under a specified range of operating conditions. The second, the On-site Verification Test, is applicable to production versions of TMDs that have previously passed a Type-approval Test, but are now being installed at a new location or have been repaired. Lighting and weather factors that may be included as part of TMD testing are (1) dawn ambient lighting, (2) dusk ambient lighting, (3) nighttime ambient lighting, (4) sun glint, (5) rain characterized by rain rate, (6) fog or dust characterized by human visual range, and (7) snow characterized by snow fall rate and snow flake size.1.1 Purpose—The two test methods contained in this standard define acceptance tests for evaluating the performance of a Traffic Monitoring Device (TMD) according to the functions it performs, the data it provides, the required accuracy of the data, and the conditions under which the device operates. Acceptance tests are recommended whenever a TMD is purchased, installed, or performance validation is desired. The tests are performed in a field environment and result in an accept or a reject decision for the TMD under test.1.2 Exceptions—Exceptions and options to the test methods may be included in any derivative test method presented by a user as part of the procurement process for TMDs. Sellers may offer exceptions and options in responding to an invitation to bid.1.3 Units—The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units,2 which are provided for information only and are not considered standard.1.4 The following safety procedures apply to Sections 6 and 7, which describe the details of the acceptance test methods. When a test site accessible by the public (for example, a street or highway) is used for the acceptance test of the TMD, obtain approval from the public authority having jurisdiction over the site for the traffic control procedures to be used during the test. 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.

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