5.1 The significance of this test is to determine the thermoplastic pavement marking material’s resistance to impact over a simulated pavement substrate, under laboratory conditions, and is expressed as pass/fail or numerically. The test result can be used as a quality test or to differentiate marking materials.5.2 Anyone attempting to perform this test should initially review Test Methods D5420 and D2794, specifically the equipment setup.5.3 Sample preparation and equipment set-up should be followed precisely to minimize variability in the test result.1.1 This test method covers the sample preparation over a road-type substrate and test methodology of thermoplastic pavement marking materials similar to the “Gardner Impact” method as listed in Test Method D5420.1.2 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.1.3 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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This specification describes the recommended procedure for identifying the performance and operating requirements to be included in a purchase order for Traffic Monitoring Devices. The traffic monitoring device shall be classified according to the function they perform, that data they provide, the required accuracy of the data, and the conditions under which the device is expected to operate in conformity with the requirements. Acceptance test are divided into two categories: type-approval test and on-site verification test. The accuracy required of a TMD for data acquisition and characterization of vehicles and traffic flow parameters is related to the traffic management or data reporting task supported by the device.1.1 This specification describes the recommended procedure for identifying the performance and operating requirements to be included in a purchase order for Traffic Monitoring Devices. As such, the specification can be referenced by the user and seller when determining compliance with each specified requirement. It is the intent of this specification to have the user require the seller to provide evidence that the brand and model of TMD offered by the seller has passed an applicable Type-approval Test. If the TMD has not previously passed a Type-approval Test, then it is the intent of this specification to have the device type-approved before it is accepted by the user. If the TMD has previously passed a Type-approval Test, then this specification requires that the production version of the device provided by the seller pass an On-site Verification Test before being accepted by the user.1.2 Traffic Monitoring Device—A Traffic Monitoring Device (TMD) is equipment that counts and classifies vehicles and measures vehicle flow characteristics such as vehicle speed, lane occupancy, turning movements, intervehicle gaps, and other parameters typically used to portray traffic movement. TMDs usually contain a sensing element that converts the signal-generating phenomenon (such as, air pulse generated by a vehicle tire passing over a pneumatic tube) into an electrical signal and electronics that amplify, filter, and otherwise condition the signal. Some TMDs provide outputs as relay or solid-state switch closures, while others contain signal processing that translates the signal into the required vehicle and vehicle flow data. TMDs whose outputs are relay or solid state switch closures may be connected to roadside controllers, which process the switch-closure information and convert it into vehicle flow data.1.3 Characterization of Traffic Monitoring Devices—This specification classifies Traffic Monitoring Devices by the functions they perform, the data they provide, the required accuracy of the data, and the conditions under which the device is expected to operate in conformity with the requirements developed through this specification.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 and health practices and determine the applicability of regulatory limitations prior to use.

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4.1 The practice described classifies soils from any geographic location into groups (including group indexes) based on the results of prescribed laboratory tests to determine the particle-size characteristics, liquid limit, and plasticity index.4.2 The assigning of a group symbol and group index can be used to aid in the evaluation of the significant properties of the soil for highway and airfield purposes.4.3 The various groupings of this classification system correlate in a general way with the engineering behavior of soils. Also, in a general way, the engineering behavior of a soil varies inversely with its group index. Therefore, this practice provides a useful first step in any field or laboratory investigation for geotechnical engineering purposes.NOTE 3: The quality of the result produced by this standard is dependent upon the competence of the personnel performing it, and the suitability of the equipment and facilities used. Agencies that meet the criteria of Practice D3740 are generally considered capable of competent and objective testing/sampling/inspection/etc. Users of this standard are cautioned that compliance with Practice D3740 does not in itself assure reliable results. Reliable results depend on many factors; Practice D3740 provides a means of evaluation some of those factors.1.1 This practice covers a procedure for classifying mineral and organomineral soils into seven groups based on laboratory determination of particle-size distribution, liquid limit, and plasticity index. It may be used when a precise engineering classification is required, especially for highway construction purposes. Evaluation of soils within each group is made by means of a group index, which is a value calculated from an empirical formula.NOTE 1: The group classification, including the group index, should be useful in determining the relative quality of the soil material for use in earthwork structures, particularly embankments, subgrades, subbases, and bases. However, for the detailed design of important structures, additional data concerning strength or performance characteristics of the soil under field conditions will usually be required.1.2 Units—The sieve designations are identified using the “standard” system in accordance with Specification E11, such as 75-mm and 75-μm, followed by the “alternative” system of 3-in. and No. 200, respectively.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.1.4 This practice offers a set of instructions for performing one or more specific operations. This practice cannot replace education or experience and should be used in conjunction with professional judgment. Not all aspects of this practice may be applicable in all circumstances. This practice is not intended to represent or replace the standard of care by which the adequacy of a given professional service must be judged, nor should this practice be applied without consideration of a project's many unique aspects. The word “Standard” in the title of this document means only that the document has been approved through the ASTM consensus process.

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This specification covers zinc-coated steel wire rope and fittings for use in the construction of highway guardrail. The base metal shall be steel made by any process and shall be of such quality that the finished wire rope and the individual zinc-coated wires shall have the properties as prescribed in this specification. The slab zinc when used for the coating shall be any grade of zinc. The wire ropes shall meet the specified requirements for: (1) mechanical properties including breaking strength and ductility, (2) dimension and construction, and (3) coating weight, adherence, continuity, and uniformity. Guard cable requirements including strands, lay length and coated wire diameter are specified. The individual wires shall be cylindrical in form, of uniform quality, and free of imperfections. Requirements for joints, splices, and fittings as well as rope test specimen are detailed.1.1 This specification covers 3/4 and 1-in. (19 and 25-mm) metallic-coated steel wire rope and fittings for use in the construction of highway guardrail.1.2 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 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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5.1 Field, in-place repetitive static plate load tests are used for the evaluation and design of pavement structures. Repetitive static plate load tests are performed on soils and unbound base and subbase materials to determine strain modulus or a measure of the shear strength of pavement components.1.1 This test method covers the apparatus and procedure for making repetitive static plate load tests on subgrade soils and compacted pavement components, in either the compacted condition or the natural state, and is to provide data for use in the evaluation and design of rigid and flexible-type airport and highway pavements.1.2 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 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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5.1 Field, in-place nonrepetitive static plate load tests are used for the evaluation and design of pavement structures. Nonrepetitive static plate load tests are performed on soils and unbound base and subbase materials to determine the modulus of subgrade reaction or a measure of the shear strength of pavement components.1.1 This test method covers the apparatus and procedure for making nonrepetitive static plate load tests on subgrade soils and compacted pavement components, in either the compacted condition or the natural state, and is to provide data for use in the evaluation and design of rigid and flexible-type airport and highway pavements.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 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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4.1 This test method establishes a standard procedure of comparative testing, for tire durability and treadwear, for the use of approving tires under the Administrator's Cooperative Approved Tire List (CATL) (2).1.1 This test method covers comparative tire durability and treadwear. This test method covers commercially available, over the highway pneumatic tires, new and retreaded, both tube type and tubeless, for use on conventional passenger cars, station wagons, pursuit and emergency high speed and pursuit passenger vehicles, light trucks, medium to heavy truck, trailers, buses, and similar vehicles normally operated on public roads and highways. This test method also covers commercially available, special application light truck tires for operation on non-improved road surfaces.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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4.1 This test method establishes a standard procedure of comparative testing, for tire strength and dimensional characteristics, for use under the Administrator's Cooperative Approved Tire List (CATL) (2).1.1 This test method covers measurements for comparative tire strength and dimensional characteristics. This test method covers new and retreaded pneumatic tires, both tube and tubeless types, and flaps when applicable, for mounting on construction, earthmoving, mining and logging equipment, graders, mobile cranes, and similar vehicles operated at low speeds off the road.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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1.1 This practice describes highway-traffic monitoring, which is the activity of collecting, summarizing, and reporting traffic volume, vehicle classification, and vehicle weight data. This practice is foundational and is not intended to be all-inclusive. Users of this practice are allowed, indeed encouraged, to exceed the practice. 1.2 Traffic monitoring results in traffic-volume, classification, and weight-summary statistics which are used in highway geometric and pavement design, alternative highway route selection, roadway demand and service assessment, and accident-exposure estimation. 1.3 Traffic-monitoring practices are based on the principle of truth-in-data. This principle involves providing the supplementary information required for appropriate use of traffic data and summary statistics. 1.4 To measure traffic for summary-statistic calculation, traffic-monitoring practices are also based on the principle of unedited base-data integrity. Missing or inaccurate unedited base data shall not be completed, filled-in, or replaced for any type of traffic measurement. 1.5 A limitation of this practice is traffic-data summarization. Traffic-data summarization procedures are hypotheses, particularly in the use of adjustment factors. These hypotheses shall be consistently calculated, but may also be expected to be challenged and to change across time. These changes will be important in improving the precision of traffic-summary statistics. 1.6 The inherent limitation of traffic-monitoring practice results in strict adherence to the principle of unedited base-data retention. Only with adequate historical unedited base data can alternative hypotheses be tested, the impact of the alternative hypotheses assessed, and standard practice refined. 1.7 The values stated in inch-pound units are to be regarded as standard. 1.8 The following safety hazards caveat applies only to the traffic data collection portion, Section 6, of this practice. 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.

定价： 0元 / 折扣价： 0 元

This specification covers the requirements for smooth-wall perforated and nonperforated poly(vinyl chloride) (PVC) plastic pipe and couplings for use in subsurface drainage systems of highways, airports, and similar applications. Two classes (or pipe stiffness) are included and designated as PS 28 and PS 46. The pipe stiffness, impact resistance, pipe flattening, and solvent cement joint tightness shall be tested to meet the requirements prescribed.1.1 This specification covers the requirements for smooth-wall perforated and nonperforated poly(vinyl chloride) (PVC) plastic pipe and couplings for use in subsurface drainage systems of highways, airports, and similar applications in nominal sizes of 4, 6, and 8 in. and in pipe stiffnesses (PS) that are designated as Type PS 28 and Type PS 46 in accordance with its minimum pipe stiffness.1.2 Molded fittings for use with highway underdrain pipe are in accordance with Specification D3034. For convenience, some of these fittings are reproduced in Annex A1.1.3 The values stated in inch-pound units are to be regarded as the standard. The values given in parentheses are for information only.NOTE 1: Type PS 28 and Type PS 46 indicate “pipe stiffness” of 28 and 46, respectively, as outlined in 11.1.NOTE 2: Pipe and fittings should be installed in accordance with Practice D2321, or applicable state or local specifications.1.4 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 that are provided for information only and are not considered standard.1.5 The following safety hazards caveat pertains only to the test methods portion, Section 11, 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.1.6 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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1.1 This practice covers the classification of highway vehicles into categories relating to axle or unit configuration. 1.2 Traditionally, observers have classified vehicles visually. Because of cost, safety considerations, and the need for nighttime classifications, visual classification has become impractical. This practice classifies vehicles by methods other than visual observation, on the basis of axle count and spacing. 1.3 This practice defines a method that, when applied to a vehicle's known axle count and spacings, generates an axle configuration code and a modifier code. The axle configuration code describes the arrangement of axles, axle groups, and body units on the vehicle. The modifier code defines the vehicle's approximate load-carrying capacity. 1.4 This practice also defines procedures for optionally computing two- and six-digit codes that the Federal Highway Administration (FHWA) and states have used to classify vehicles from the axle configuration code and modifier code. 1.5 This practice does not address specific methods for measuring axle count and spacing, but rather the interpretation of such measurements obtained by unspecified automated equipment. 1.6 The degree of agreement between vehicle classifications determined by this practice and visual classifications depends on the accuracy of measured axle count and spacings and on interactions between selected classification parameters and the vehicle mix to which the classification is applied. These effects are complex and have not yet been quantified. 1.7 This practice applies only to vehicles that travel public highways. 1.8 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only. The values stated in each system are not exact equivalents; therefore, each system must be used independently of the other. Combining values from the two systems may result in nonconformance with this practice. 1.9 This standard does not purport to address all of the safety problems, 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.

定价： 0元 / 折扣价： 0 元

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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1.1 This practice establishes procedures for a quality assurance plan for structural steel fabrication for highway structures. These procedures pertain to the inspections, measurements, and tests necessary for the fabricator and owner to substantiate material and product conformance to contract requirements. The fabricator's quality control plan (QCP) is to be designed and implemented with the objective of ensuring that all materials incorporated into the work conform to contract requirements. The owners acceptance testing plan (ATP) is designed to provide assurance that the fabricator has successfully met this objective.1.2 Inherent in this practice is the assumption that design details and specifications allow maximum flexibility in procedures and processes to allow the most cost-effective fabrication to be performed consistent with the quality level specified.1.3 Alternative sampling methods, processes, procedures, and inspection equipment may be used by the fabricator when such procedures and equipment provide, as a minimum, the quality assurance required by the contract documents. Prior to applying such alternative procedures, the fabricator is to describe the procedure in a written proposal, and demonstrate to the satisfaction of the owner that the effectiveness of these alternative procedures are equal to or better than the contract requirements. In case of dispute, the procedures stipulated in the contract documents will apply.

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1.1 This test method covers the measurement of braking traction of tires designed for and mounted on passenger cars or light trucks traveling straight ahead on a wet paved surface. 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 may involve hazardous materials, operations, and equipment. This standard does not purport to address all of the safety problems 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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1.1 This test method covers the measurement of driving traction of tires designed for and mounted on passenger cars or light trucks traveling straight ahead on a wet paved surface. 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 may involve hazardous materials, operations, and equipment. This standard does not purport to address all of the safety problems 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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