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.

定价： 646元 / 折扣价： 550 元 加购物车

5.1 This test method provides a means to quantify the abrasion resistance of dimension stone and may be related to end-use performance, or used to comparatively rank material performance, or both. The resistance of dimension stone to abrasion, as measured on a testing machine in the laboratory, is generally only one of several factors contributing to wear performance as experienced in the actual use of the material. Calculation of predicted life should not be based on specific abrasion data alone.5.2 The resistance of dimension stone to abrasion may be affected by factors including test conditions; type of abradant; pressure between the specimen and abradant; mounting of the specimen; and type, kind, or amount of finishing materials.5.3 Abrasion tests utilizing the rotary platform abraser may be subject to variation due to changes in the abradant during the course of specific tests. Depending on abradant type and test specimen, the abrading wheel surface may change (that is, become clogged) due to pick-up of finishing or other materials from test specimens. To reduce this variation, the abrading wheels may require resurfacing.1.1 This test method covers the establishment of an index of abrasion resistance by determination of loss of volume resulting from abrasion of dimension stone as described in Terminology C119 and is based on Guide G195.1.2 The values stated in either inch-pound units or SI 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 non-conformance with the standard.1.2.1 Exception—The formula for calculation of the result of this test method relies on the use of SI units; all measurements of weight in this test method shall be recorded in SI units.1.2.2 Exception—As the equipment used in this test method was designed and initially fabricated using dimensions in inch-pound units, the values of equipment dimensions stated in SI units have been given as exact conversions to the nearest 0.1 mm.1.3 This test method uses a rotary platform abraser to determine the loss in volume of dimension stone caused by abrasion under controlled conditions.1.4 This test method is useful in indicating the differences in abrasion resistance between the various dimension stones. This test method provides one element in comparing stones of the same type.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.

定价： 590元 / 折扣价： 502 元 加购物车

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 brick intended for use as paving material subjected to pedestrian and light vehicular traffic. The units are designed for use in pedestrian applications and vehicular areas that are subjected to low volumes of vehicular traffic, such as residential driveways and streets and commercial driveways (passenger drop-offs). Abrasion resistance is specified by one of three types: type I - brick subjected to extensive vibration, type II - brick subjected to intermediate abrasion, and type III - brick subjected to low abrasion. The brick shall conform to the physical requirements for the class specified as prescribed. The requirements for water absorption (24-h cold) and saturation coefficient specified, shall not be required if a sample of five brick survives 15 cycles of the sulfate soundness test. The brick shall meet the requirements of either column for the applicable traffic use.1.1 This specification covers brick intended for use as paving material subjected to pedestrian and light vehicular traffic. The units are designed for use in pedestrian applications and vehicular areas that are subjected to low volumes of vehicular traffic, such as residential driveways and streets and commercial driveways (passenger drop-offs). The units are not intended to support heavy vehicular traffic covered by Specification C1272 or for industrial applications covered by Specification C410.NOTE 1: Heavy vehicular traffic is defined as high volumes of heavy vehicles (trucks having 3 or more axles) in Specification C1272.1.2 The requirements of this specification apply at the time of purchase. The use of results from testing of brick extracted from pavements for determining compliance with the requirements of this specification is beyond the intent of this standard.1.3 Brick are manufactured from clay, shale, or similar naturally occurring earthy substances and subjected to a heat treatment at elevated temperatures (firing). The heat treatment must develop sufficient fired bond between the particulate constituents to provide the strength and durability requirement of this specification (see Terminology C1232).1.4 Use of this standard and the requirements herein to evaluate and corroborate the performance of a paving unit made from other materials, or made with other forming methods, or other means of binding the materials is not covered by the scope of this standard.1.5 The brick are available in a variety of sizes, colors, and shapes. They are available in three classes according to exposure environment and three types according to type of traffic exposure.1.6 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.1.7 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.

定价： 515元 / 折扣价： 438 元 加购物车

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.

定价： 777元 / 折扣价： 661 元 加购物车

5.1 This test method is useful in indicating the differences in abrasion resistance between various building stones. This test method also provides one element in comparing stones of the same type.NOTE 1: Test Method C1353/C1353M is an alternative method to evaluate abrasion resistance for stone subjected to foot traffic, but is not applicable for hard and coarse-grained stones such as granite. Preliminary assessments by Subcommittee C18.03 indicate it results in similar Ha values as established by this method.1.1 This test method covers the determination of abrasion resistance of all types of stones for floors, steps, and similar uses where the wear is caused by foot traffic.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 non-conformance with the standard.1.2.1 Exception—The formula for calculation of the result of this test method relies on the use of SI units; all measurements of weight in this test method shall be recorded in SI units. See 10.1 and 11.1.1.3 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.

定价： 590元 / 折扣价： 502 元 加购物车

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.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 This test method provides procedures for obtaining tristimulus values, luminance factors and chromaticity coordinates of fluorescent-retroreflective materials by bispectral colorimetry using a 45:0 or 0:45 optical measuring system.5.2 The CIE 1931 (2°) standard observer is used to calculate the colorimetric properties of fluorescent-retroreflective sheeting and markings used in daytime high visibility traffic control and personal safety applications because in practice these materials are primarily viewed from a distance where they subtend less than 4° of the visual field.5.3 This test method is applicable to object-color specimens of any gloss level.5.4 Due to the retroreflective properties of these materials the colorimetric data may not be suitable for use in computer colorant formulation.5.5 This test method is suitable for quality control testing of fluorescent-retroreflective sheeting and marking materials.NOTE 1: Separation of the fluorescence and reflectance components from the total colorimetric properties provides useful and meaningful information to evaluate independently the luminescent and diffuse reflective efficiency and consistency of these materials.5.6 This test method is the referee method for determining the conformance of fluorescent-retroreflective sheeting and marking materials to standard daytime colorimetric specifications.1.1 This test method describes the instrumental measurement of the colorimetric properties (CIE tristimulus values, luminance factors, and chromaticity coordinates) of fluorescent-retroreflective sheeting and marking materials when illuminated by daylight.1.2 This test method is generally applicable to any sheeting or marking material having combined fluorescent and retroreflective properties used for daytime high visibility traffic control and personal safety applications.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this 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.

定价： 590元 / 折扣价： 502 元 加购物车

3.1 Paints, if not formulated or processed properly, or both, may settle excessively. This test method is an attempt to simulate the conditions that would accelerate settling of the pigment in order to evaluate settling properties within 2 weeks. The variables of this test method in conjunction with the very subjective method of evaluating the degree of settling (Test Method D869) raise questions as to the usefulness of the results for specification compliance.1.1 This test method covers a laboratory procedure for simulating in 2 weeks the settling that might occur in traffic paint during approximately 12 months' normal storage.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 and health practices and determine the applicability of regulatory limitations prior to use. For a specific hazard statement, see Note in 5.2.

定价： 0元 / 折扣价： 0 元

4.1 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 practice describes how to prepare a panel of the coating to be tested and a reference panel coated with a specific solvent borne traffic paint to be used as a control for evaluation.4.2 This practice can be particularly useful for evaluation of solvent borne traffic paints, but it may also be used for other types of traffic markings including waterborne traffic paints.4.3 Two basic procedures are described for measuring the amount of bleeding. The procedure used shall be agreed upon by the purchaser and seller.1.1 This practice describes test procedures for determining the degree of bleeding of traffic or pavement marking paints. A specific formulation for a solvent borne traffic paint formulation is included as a potential bleeding reference control.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.

定价： 515元 / 折扣价： 438 元 加购物车

7.1 This specification is intended to be used by USS developers, CAAs, and others to assess USS conformance with this UTM specification.1.1 This specification is intended to be a global specification providing components that may be used to satisfy requirements expected to be common to many UTM-related regulations. This specification is not intended to comprehensively address all aspects of any particular UTM-related regulation or concept of operations. Similarly, because varying terminology for the same concept is frequently used across different regulations, readers should not expect an exact terminology consistency with any particular UTM-related regulation.1.2 This version of the specification is focused on strategic aspects of UAS operations, including strategic conflict detection, aggregate conformance of operations to their operational intents, constraint awareness, and situational awareness in the event of nonconforming or contingent operations. The intention is that this specification will evolve to address increasingly complex strategic aspects of UAS operations and potentially certain tactical aspects of UAS operations.1.3 This specification addresses the performance and interoperability requirements, including associated application programming interfaces (APIs), for a set of UTM roles performed by UAS Service Suppliers (USSs) in support of UAS operations.2 Roles are groupings of one or more related UTM services. A competent authority may choose to use the roles defined in this specification in establishing the granularity of authorizations granted to a USS. The roles defined in this specification are:(1) Strategic Coordination, comprising the Strategic Conflict Detection and Aggregate Operational Intent Conformance Monitoring services;(2) Conformance Monitoring for Situational Awareness (CMSA);(3) Constraint Management, comprising the Constraint Management service; and(4) Constraint Processing, comprising the Constraint Processing service.1.4 Section 4, Conceptual Overview, provides a description of each of the services and roles and includes further discussion on their scope.1.5 A regulator may choose to require that a USS support a minimum or prescribed set of roles and services and may adopt terminology other than USS for a software system that provides something other than that minimum or prescribed set of roles and services. However, for purposes of this specification, a USS is a system that provides one or more of the UTM services defined in this specification.1.6 A USS is not required by this specification to perform all roles or implement all defined services, providing business case flexibility for implementers. A typical USS that supports operators in the planning and execution of UAS operations may implement the Strategic Coordination, Constraint Processing, and CMSA roles. (Note that a USS providing CMSA for a UAS operation is required to also provide Strategic Coordination for the operation.) However, other implementations more limited in scope are possible. For example, a USS may implement only the Constraint Management role and be intended for use only by authorized constraint providers; or, a USS may implement only the Constraint Processing role to provide general airspace awareness to users independent of planning UAS flights. USSs may also provide additional, value-added capabilities and still be compliant with this specification as long as the value-added capabilities do not conflict with the services defined in this specification, and the implementation of services defined in this specification conforms to the applicable requirements.1.7 A USS may also support other UTM roles such as Remote ID and airspace access (for example, the FAA’s LAANC), specified in other documents.1.8 This specification addresses aspects common to all roles and services, such as Discovery and Synchronization Services (DSS), security, auditing, and handling of off-nominal cases (for example, USS or DSS failures).1.9 Additional services or enhancements to the current services will be added to subsequent versions of this specification. Appendix X2, Future Work Items, identifies a set of these items.1.10 The safety case for this version of the specification, summarized in Appendix X4, is limited to strategic deconfliction, which is accomplished using the services provided by the Strategic Coordination role. This analysis does not constitute a full safety case for any particular operator or set of operations, which will have their own unique factors and variables. It does help operators understand, however, the contribution of using strategic deconfliction to their safety case and what the key variables are in increasing or decreasing the contribution. Using assumptions similar to those documented in Appendix X4, strategic deconfliction reduces the probability of midair collisions by approximately two to three orders of magnitude, with the rate of off-nominal events and participation being the key variables.1.11 Of particular note, this version of this specification does not establish requirements for fairness or equitable airspace access among UAS operations, but instead includes requirements for the logging of information that will inform future requirements in this area.1.12 Usage: 1.12.1 In a region where participating UAS operators voluntarily agree to or are required by the competent authority to comply with this specification, it enables strategically deconflicted UAS operations as well as situational awareness for operations that may not be required to be strategically deconflicted. This specification is not dependent upon the use of segregated or nonsegregated airspace.1.12.2 For regions where this specification is required by a competent authority, this specification assumes regulations established by the competent authority (or its delegate) identify any prioritization of operations and whether or not strategic conflicts are allowed between operations of the same priority. For example, it may be legal in some jurisdictions for recreational operations to share airspace and have overlapping operational intents, relying on UAS personnel to coordinate and maintain visual separation; whereas in other jurisdictions, this may not be allowed. The specification takes no position on allowed or disallowed strategic conflicts. Instead it addresses requirements for when conflicts are allowed by regulations (for example, notifications to involved USSs and UAS personnel) and for when conflicts are not allowed (for example, replanning, inability to activate an operation with nonallowed conflicts).1.12.3 This specification is not intended to address the complete safety case for air collision risk. It provides a mechanism to address one portion of a safety case, specifically the strategic separation of participating UAS from other participating UAS. Other technologies or procedures, outside the scope of this specification, may be required to mitigate air risk with nonparticipating aircraft and to address other aspects of a complete safety case for air collision risk.1.12.4 Through the use of constraints, this specification also provides awareness of geographically and time-limited airspace information to USS, UAS personnel, or the operator’s automation, or combinations thereof. In circumstances where a constraint is used to represent the volume within which a manned operation is planned, it provides a mechanism to address the strategic separation of participating UAS from the manned flight. However, USS responsibility is limited to providing awareness of constraints, and it is the responsibility of the UAS personnel to comply with any regulatory aspect of constraints.1.13 Applicability: 1.13.1 This specification applies to operations conducted in a connected environment, meaning the UAS personnel have access to the USS (typically by means of the internet) and connectivity to the Unmanned Aircraft (UA). This specification anticipates and accommodates limited gaps in connectivity, but does not purport to address operations in locations where persistent connectivity is unavailable.1.13.2 This specification does not purport to address tactical conflicts between UAS. Notifications and data sharing requirements in this specification associated with Strategic Conflict Detection and Conformance Monitoring for Situational Awareness may be useful in aiding some tactical conflict detection and dynamic rerouting capabilities. However, those capabilities are beyond the scope of this specification, and an implementation cannot assert compliance for tactical conflict detection or dynamic rerouting using this specification.1.13.3 This specification does not purport to address conflicts between UAS and manned aircraft outside of instances where a manned operation is encapsulated in a constraint.1.13.4 This specification does not purport to address authorization for UAS to operate in controlled or uncontrolled airspace.1.13.5 This specification does not purport to address UAS that are not participating in UTM.1.14 Relationship to Other International UTM Standards and Specifications: 1.14.1 It is an objective of this specification to be compatible with certain UTM specifications that address common subject matter and are developed under other standards development organizations (SDOs).1.14.2 The existence of multiple specifications on the same subject matter can occur when the regulatory environment in a region requires that a necessary specification be developed by a particular SDO. In these cases, ASTM International seeks to establish a cooperation arrangement with the applicable SDO to ensure consistency between the related specifications.1.14.3 This specification also seeks to support an international audience where differing regulatory requirements can exist. Where practical, this specification accommodates the differing requirements through a superset approach using a variety of techniques such as optional features and features that are configured to support a particular regulatory ruleset.1.14.4 A summary of related specifications and the techniques used to achieve compatibility is provided in Appendix X3.1.15 The values stated in SI units are to be regarded as standard.1.15.1 Units of measurement included in this specification:cm centimeterskm kilometersm metersdeg, ° degrees of latitude and longitude, compass directions secondsHz Hertz (frequency)time unless otherwise specified, formatted in accordance with IETF RFC 33391.16 Table of Contents: Title Section 1Referenced Documents 2Terminology 3Conceptual Overview 4Performance Requirements 5Test Methods:     6   7  Hazards 8  Test Units 9  Procedure 10  Product Marking 11  Packaging and Package Marking 12  Precision and Bias 13Keywords 14Table of Values Annex A1Interoperability Requirements and DSS Testing Annex A2USS-DSS and USS-USS OpenAPI YAML Description Annex A3Reference Architectures for Interoperability Security Controls Appendix X1Future Work Items Appendix X2Compatibility with Related Standards Appendix X3Safety Case for Strategic Deconfliction Appendix X4Failure Modes and Effects Analysis Appendix X5UTM Ecosystem Testing Strategy Appendix X6List of Working Group Participants and Contributors Appendix X7Related Material  1.17 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.1.18 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.

定价： 918元 / 折扣价： 781 元 加购物车

5.1 After waterborne traffic paints are applied to a road, airstrip, or parking lot pavement, it is important that the paint films be sufficiently hardened, coalesced, or cured so they will not be removed by rain. This practice can be used to determine the relative performance of binders and other components within traffic paint for their effect on the water-wash off resistance of the coating. Some key elements of the coating that may affect water-wash-off performance are the quality and type of latex binder, the dry time of the coating (often conducted by Test Method D711), pigment volume concentration (PVC), and the relative water sensitivity of additives (for example, pigment dispersants, and surfactants) in the coating.1.1 A traffic paint film freshly applied to a roadway, air strip, or parking lot may be exposed to rain of varying intensities shortly after application. This practice was designed to determine the relative water wash-off resistance of an applied traffic paint film under controlled laboratory conditions using a water faucet to simulate a heavy rain. This laboratory practice can also be used to compare conventional and fast-dry waterborne traffic paints and the effects of binders and other components in traffic for their relative ability to withstand a heavy rain soon after application.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.

定价： 515元 / 折扣价： 438 元 加购物车

4.1 The SDN determined by this method represents an average over the interval from the beginning of brake application to the rest position. It may be a reasonable estimate of the SDN during one or more portions of the specified traffic incident if the test conditions and the incident conditions are sufficiently similar. Since this standard determines an average SDN from the initial speed to rest, care should be exercised in any application of the test results to a portion of the incident that does not end with the specified traffic incident vehicle at rest.4.2 The uncertainty of the SDN determined by this method can be evaluated by procedures shown in this method. The relationship between the SDN of this test method and the SDN of a specified traffic incident is beyond the scope of this method. The similarity between test and specified traffic incident SDNs depends on the similarity of vehicles, vehicle ballast conditions, vehicle weight transfer during braking, vehicle tires, pavement surface, pavement surface contamination, and vehicle speed during a particular phase of the incident sequence.4.3 The SDN determined by this method does not necessarily agree or correlate directly with other methods of skid resistance measurements, such as Test Method E274/E274M. This test method is suitable for those situations where adequate similarity can be shown.4.4 When it is known that a particular wheel brake was not functional during the incident, the method provides for only the desired wheels to be braked on the test vehicle to duplicate the specified traffic incident vehicle.1.1 This test method covers determination of an average stopping distance number (SDN) under the conditions that this method was executed. The experimental conditions are generally intended to be similar to those of a specified traffic incident. The data from this method is not comparable to measured distances of a specified traffic incident vehicle that cannot be shown to have continuous, full application of its braking system.1.2 This test method determines the SDN from the measured stopping distance and initial speed when the wheels on specified axles are braked in the same manner as the specified traffic incident vehicle. The evaluation vehicle’s braking system is required to duplicate the specified incident vehicle for both type (conventional, partial ABS, or full ABS) and functionality (all brakes functional or not).1.3 The method documents the test conditions as a basis for evaluating their similarity to conditions of a specified traffic incident.1.4 The values stated in either inch-pound units or SI units are to be regarded separately as standard. Within the test, the SI units are shown in brackets. 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 the specification.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.

定价： 590元 / 折扣价： 502 元 加购物车

This specification deals with archiving intelligent transportation system-generated traffic monitoring data, including conventional traffic monitoring data, collected data directly from intelligent transportation systems, and travel-time data from probe vehicles. It is intended for primary use by archived data management system developers and administrators. It also can be used by traffic operations and planning stakeholders who need to understand the contents of the archived data management system. Archived data management system can support the following transportation agency functions: incident management support, disseminate traveler information, performance measure support, intelligent transportation system program planning, traffic-monitoring program, corridor planning, evacuation and detour planning, safety planning support, operations planning, and travel demand forecasting and simulation support. The application requirements of stakeholder group are specified for input data, traffic monitoring data, temporal resolution, and spatial resolution. Archived data dictionary and input and processing procedures for archived data management system shall be developed. Quality control checks for validity shall be applied to the original source data, statistics, and aggregated data. All data quality attributes specified in this section shall be reported in the metadata on an annual basis. The metadata shall maintain a complete history of the annual reporting of data quality attributes. Tests for data accuracy shall be done with the following parameters: location, date, equipment, time tested, description of the method, and number of comparisons made. The completeness report shall be specified and updated at least annually.1.1 This specification describes data elements and schema for an archived data management system for intelligent transportation system (ITS)-generated traffic monitoring data, including conventional traffic monitoring data, data collected directly from ITS systems, and travel-time data from probe vehicles. It establishes the names of the data elements, their interrelationships, and their procedural definitions. These procedural definitions include data collection instrumentation and methodology as well as recommended procedures for calculating traffic statistics.1.2 This specification is intended for primary use by archived data management system (ADMS) developers and administrators. It also can be used by traffic operations and planning stakeholders who need to understand the contents of the ADMS. ITS systems exist across a variety of governmental levels, and the data archived in such a system would be available to all levels of government and the private sector, making this specification applicable to all levels of government and the private sector.1.3 Many users might wish to develop integrated archived traffic data management systems that include both ITS-generated data and data collected from conventional traffic-monitoring programs. The latter use requires a superset of data elements to meet the articulated nature of a conventional traffic-monitoring program. This specification will describe a basic set of data elements applicable to ITS-generated traffic data and the additional data elements required for conventional traffic-monitoring programs. In the following discussion, the specification for the system for ITS-generated data will be referred to as the “basic system,” and the one for ITS plus conventional traffic-monitoring data will be denoted the “extended system.” Travel-time data from probe vehicles are stored in separate tables that can be linked through the roadway link identifiers.1.4 This specification is applicable to traffic data collected by ITS and stored in an ADMS. Similarly, this specification also can be used with other types of historical and monitored traffic data collected and stored in an ADMS, including travel-time data from probe vehicles.1.5 The applications of “near-real-time” traffic data, such as an automated transit information system (ATIS), are not addressed in this specification. In many cases, traffic data to be archived will be provided by a real-time system, but these systems are considered data sources rather than data repositories.1.6 This specification specifies a logical data structure for an archived traffic data management system.1.7 Metadata requirements are specified for these systems. Actual metadata are provided for the elements defined in this specification. Placeholders are included for the metadata elements that are specific to a given installation. All metadata specifications follow the requirements of Practice E2468.1.8 This specification assumes the existence of quality-checked data. The quality checks to be applied should be, at a minimum, those specified in the AASHTO Guidelines for Traffic Data Programs (1),2 where applicable. As quality checks are developed for ITS-generated traffic data, they should be used. All checks used should be specified in the metadata for the archive.1.9 The summary statistics stored in the archive are assumed to have been calculated in a standard way by the software that “feeds” the archive. These standard calculations should be those specified in the AASHTO Guidelines for Traffic Data Programs (1). Any exceptions to these computational methods should be defined in the metadata for the archive.1.10 This specification assumes the existence of a road network database but does not specify the nature of this database. Both traffic and travel-time measurements occur on a road network, but the specification of that network is outside the scope of this specification. The entities defined in this specification will specify a “link location” or “link description” entity that will contain foreign keys to an unspecified road network entity.1.11 This specification assumes the existence of a location-referencing system and does not specify a standard for location referencing.1.12 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.1.13 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： 1189元 / 折扣价： 1011 元 加购物车

3.1 This practice is an accelerated evaluation of bead retention, retroreflectivity, daytime color, night time color, and wear characteristics of fluid traffic marking materials. It is used to determine the useful life of such markings in the field. The same procedures are applicable to evaluating longitudinal lines to determine service life.1.1 This practice covers the determination of the relative service life of fluid traffic marking materials such as paint, thermoplastic, epoxy, and polyester products under actual road conditions using transverse test lines. Materials under test are applied under prescribed conditions and periodic observations are made using prescribed performance criteria.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.

定价： 515元 / 折扣价： 438 元 加购物车