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定价： 0元 / 折扣价： 0 元 加购物车

定价： 819元 / 折扣价： 697 元

5.1 The primary advantage of a mutual inductance bridge is its ability to make wall thickness measurements quickly. Since surface contaminants (ash and slag) are not ferromagnetic, they do not interfere with the electromagnetic measurement. As a result, the surface requires no preparation. Since a wide variety of steels are employed in a boiler, an in-situ standardization using the material under measurement as the reference is adequate.1.1 This guide describes a procedure for obtaining relative wall thickness indications in ferromagnetic and non-ferromagnetic steels using the mutual inductance bridge method. The procedure is intended for use with instruments capable of inducing two substantially identical magnetic fields and noting the change in inductance resulting from differing amounts of steel. It is used to distinguish acceptable wall thickness conditions from those which could place tubular vessels or piping at risk of bursting under high temperature and pressure conditions.1.2 This guide is intended to satisfy two general needs for users of industrial Mutual Inductance Bridge (MIB) equipment: (1) the need for a tutorial guide addressing the general principles of Mutual Inductance Bridges as they apply to industrial piping; and (2) the need for a consistent set of MIB performance parameter definitions, including how these performance parameters relate to MIB system specifications. Potential users and buyers, as well as experienced MIB examiners, will find this guide a useful source of information for determining the suitability of MIB for particular examination problems, for predicting MIB system performance in new situations, and for developing and prescribing new scan procedures.1.3 This guide does not specify test objects and test procedures for comparing the relative performance of different MIB systems; nor does it treat electromagnetic examination techniques, such as the best selection of scan parameters, the preferred implementation of scan procedures, the analysis of image data to extract wall thickness information, or the establishment of accept/reject criteria for a new object.1.4 Standard practices and methods are not within the purview of this guide. The reader is advised, however, that examination practices are generally part and application specific, and industrial MIB usage is new enough that in many instances a consensus has not yet emerged. The situation is complicated further by the fact that MIB system hardware and performance capabilities are still undergoing significant evolution and improvement. Consequently, an attempt to address generic examination procedures is eschewed in favor of providing a thorough treatment of the principles by which examination methods can be developed or existing ones revised.1.5 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.1.6 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 requirements prior to use.

定价： 0元 / 折扣价： 0 元

Scope of Code The Code applies to the design, evaluation, and structural rehabilitation design of fixed and movable highway bridges in Canada. There is no limit on span length, but the provisions do not necessarily cover all aspects of design for ever

定价： 1456元 / 折扣价： 1238 元

定价： 1638元 / 折扣价： 1393 元

4.1 Materials shipped in elongated packages are liable to damage as a result of impact near their midpoint when only the ends are supported. This type of damage can occur during the shipment of packaging of mixed dimensions. It is particularly prevalent during conveyer line transport and sortation. This test method provides a means of determining resistance to such damage.1.1 This test method is intended to determine the capability of a long package with a narrow cross-section to resist impact near its center when the package is supported only at its ends. This test method allows the user to select from two test options: Option A employs the use of a free-fall drop tester (see Exhibit B), and Option B employs the use of simulated mechanical impact testing equipment (S.M.I.T.E.; see Exhibit A). The two optional procedures are designed to impart the same amount of kinetic energy at impact; therefore, each procedure yields equal damage-producing potential.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.

定价： 590元 / 折扣价： 502 元 加购物车

This specification covers the standard for wrought copper-alloy bearing plate and bearing sheets intended for use in bridges and other structures. The plates and sheets are also proposed for use as fixed or expansion bearings where motion is slow and intermittent. Specimens shall be manufactured by hot working, cold working, and annealing. Specimens shall adhere to mechanical properties such as tensile strength, yield strength, and elongation. The plates and sheets shall be subjected to tensile, hardness, and compression tests. The specimens shall also undergo chemical analysis. When the specimens fail to conform to the specification, a retest shall be permitted.1.1 This specification establishes the requirements for wrought copper-alloy bearing plate and bearing sheets for application in bridges and other structures. Specifically, the plates and sheets are to be used for fixed or expansion bearings where the motion is slow and intermittent with pressures not exceeding 3 ksi (20 MPa).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.1.2.1 Exception—Values given in inch-pound units are the standard except for grain size, which is stated in SI units.1.3 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

4.1 Some contract documents specify certain aggregate sizes for specific uses or may suggest one or more of these sizes as appropriate for the preparation of various end-product mixtures. In some cases, closer limits on variability of the aggregate grading are required.1.1 This classification defines aggregate size number designations and standard size ranges for mechanical sieve analyses of coarse aggregate and screenings for use in the construction and maintenance of various types of highways and bridges.1.2 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.NOTE 1: Sieve size is identified by its standard designation in Specification E11. The alternative designation given in parentheses is for information only and does not represent a different standard sieve size.1.3 The text of this classification references notes and footnotes which provide explanatory material. These notes and footnotes (excluding those in tables and figures) shall not be considered as requirements of the classification.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

3.1 This test method provides information on the condition of concrete bridge decks overlaid with asphaltic concrete without necessitating removal of the overlay, or other destructive procedures.3.2 This test method also provides information on the condition of bridge decks without overlays and with portland cement concrete overlays.3.3 A systematic approach to bridge deck rehabilitation requires considerable data on the condition of the decks. In the past, data has been collected using the traditional methods of visual inspection supplemented by physical testing and coring. Such methods have proven to be tedious, expensive, and of limited accuracy. Consequently, GPR provides a mechanism to rapidly survey bridges in an efficient, nondestructive manner.3.4 Information on the condition of asphalt-covered concrete bridge decks is needed to estimate bridge deck condition for maintenance and rehabilitation, to provide cost-effective information necessary for rehabilitation contracts.3.5 GPR is currently the only nondestructive method that can evaluate bridge deck condition on bridge decks containing an asphalt overlay.1.1 This test method covers several ground penetrating radar (GPR) evaluation procedures that can be used to evaluate the condition of concrete bridge decks overlaid with asphaltic concrete wearing surfaces. These procedures can also be used for bridge decks overlaid with portland cement concrete and for bridge decks without an overlay. Specifically, this test method predicts the presence or absence of concrete or rebar deterioration at or above the level of the top layer of reinforcing bar.1.2 Deterioration in concrete bridge decks is manifested by the corrosion of embedded reinforcement or the decomposition of concrete, or both. The most serious form of deterioration is that which is caused by corrosion of embedded reinforcement. Corrosion may be initiated by deicing salts, used for snow and ice control in the winter months, penetrating the concrete. In arid climates, the corrosion can be initiated by chloride ions contained in the mix ingredients. Deterioration may also be initiated by the intrusion of water and aggravated by subsequent freeze/thaw cycles, causing damage to the concrete and subsequent debonding of the reinforcing steel with the surrounding compromised concrete.1.2.1 As the reinforcing steel corrodes, it expands and creates a crack or subsurface fracture plane in the concrete at or just above the level of the reinforcement. The fracture plane, or delamination, may be localized or may extend over a substantial area, especially if the concrete cover to the reinforcement is small. It is not uncommon for more than one delamination to occur on different planes between the concrete surface and the reinforcing steel. Delaminations are not visible on the concrete surface. However, if repairs are not made, the delaminations progress to open spalls and, with continued corrosion, eventually affect the structural integrity of the deck.1.2.2 The portion of concrete contaminated with excessive chlorides is generally structurally deficient compared with non-contaminated concrete. Additionally, the chloride-contaminated concrete provides a pathway for the chloride ions to initiate corrosion of the reinforcing steel. It is therefore of particular interest in bridge deck condition investigations to locate not only the areas of active reinforcement corrosion, but also areas of chloride-contaminated and otherwise deteriorated concrete.1.3 This test method may not be suitable for evaluating bridges with delaminations that are localized over the diameter of the reinforcement, or for those bridges that have cathodic protection (coke breeze as cathode) installed on the bridge or for which a conductive aggregate has been used in the asphalt (that is, blast furnace slag). This is because metals are perfect reflectors of electromagnetic waves, since the wave impedances for metals are zero.1.4 Since a precision estimate for this standard has not been developed, the test method is to be used for research and informational purposes only. Therefore, this standard should not be used for acceptance or rejection of a material for purchasing purposes.1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.6 The text of this standard references notes and footnotes which provide explanatory material. These notes and footnotes (excluding those in tables and figures) shall not be considered as requirements of the standard.1.7 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 5.1.8 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 test method covers the test procedure for determining the in-plane compressive properties of circular or ring segment bridge elements of external skeletal fixators. 1.2 The values stated in SI units are to be regarded as the standard. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

定价： 0元 / 折扣价： 0 元

1.1 This specification covers the requirements for steel grid bridge flooring systems, including design and material specifications, coatings, fabrication, and installation practices. This specification includes open (Type I), concrete filled (Type II), and unfilled composite grid (exodermic) (Type III).

定价： 0元 / 折扣价： 0 元

1.1 This practice establishes a standard for loading bridge deck test modules, in the laboratory, for static and fatigue investigation of anticipated performance of bridge decks in the field.1.2 Testing of bridge decks is required for any substantive innovation in the structural system, the material used, or both.1.3 Testing of bridge decks also is required when the deck is composite with innovative floorsystem framing or with an innovative primary structural system proposed for use for the first time.1.4 The specific objectives of the testing may be to study stress distribution in the deck, fatigue-prone details, wearing surface delamination potential, freeze-thaw damage resistance, or to provide experimental data for a life-cycle evaluation.1.5 Testing of bridge decks should replicate the loading imposed by legal truck tires. Failure to do so in the past has produced possibly misleading information. Inconsistent test methodologies specially designed to justify a specific design cannot advance the knowledge of bridge deck behavior in an orderly and consistent manner.1.6 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

4.1 This classification builds on the concepts and organizational framework first established in Classification E1557. This classification describes bridge elements that are major components of most highway, railroad, and pedestrian bridges. The elemental classification is the common thread linking activities and participants in a bridge project from initial planning through operations, maintenance, and disposal.NOTE 1: As this classification refers solely to permanent, physical parts of any construction, two additional classifications, Classifications E2083 and E2168, need to be included when calculating construction cost. These standards provide for the inclusion of construction enabling, temporary, and risk mitigation cost figures. Procedures for reporting all these figures are described in Practices E1804 and E2514 and Classification E2516. While these three latter standards were primarily written for building construction, they are nonetheless appropriate and readily applied to other forms of construction as well.4.2 The Users of Bridge UNIFORMAT II Include: 4.2.1 Financial and Investment—Typically owners, developers, bankers, lenders, accountants, and financial managers.4.2.2 Implementation—Primarily project managers; facilities programmers; designers, including engineers; and project controls specialists, including cost planners, estimators, schedulers, specification writers, and risk analysts.4.2.3 Facilities Management—Comprising property portfolio managers, operating staff, and maintenance staff.4.2.4 Others—Public officials, manufacturers, educators, students, and other project stakeholders.4.3 Apply This Classification When Undertaking the Following Work on Bridges:5 4.3.1 Financing and Investing:4.3.1.1 Structuring costs on an elemental basis for economic evaluations (Guide E1185 and Practices E917, E964, E1057, E1074, E1121, and E1804) early in the design process helps reduce the cost of early financial analysis and can contribute to substantial design and operational savings before decisions have been made that limit options for potential savings.4.3.2 Implementing: 4.3.2.1 Cost Modeling, Cost Planning, Estimating and Controlling Project Time and Cost During Planning, Design, and Construction—Use the bridge UNIFORMAT II classification to prepare budgets and to establish elemental cost plans before design begins. Project managers and project controls specialists use these cost plans against which to measure and control project cost, and quality, and to set design-to-cost targets.4.3.2.2 Conducting Value Engineering Workshops—Conducting value engineering workshops (Practices E1699 and E2013). Use this classification as a checklist to ensure that alternatives for all elements of significant cost in the bridge project are analyzed in the creativity phase of the job plan. Also, use the elemental cost data to expedite the development of cost models for bridge systems.4.3.2.3 Developing Initial Project Master Schedules—Since projects are essentially built element by element, UNIFORMAT II classifications are an appropriate basis for preparing construction schedules at the start of the design process. Project managers and project controls specialists use these time plans against which to measure and control project time (Practice E2691), and to set milestone target dates.4.3.2.4 Performing Risk Analyses—Simulation (Guides E1369 and E2506) is one technique for developing probability distributions of bridge costs when evaluating the economic risk in undertaking a bridge project. Use individual elements and group elements in this classification for developing probability distributions of elemental costs. From these distributions, build up probability distributions of total costs to establish project contingencies (Practice E1946 and Classification E2168) or to serve as inputs to an economic analysis.4.3.2.5 Structuring Preliminary Project Descriptions During the Conceptual Design Phase—This classification facilitates the description of the scope of the project in a clear, concise, and logical sequence for presentation to the client; it provides the basis for the preparation of more detailed elemental estimates during the early concept and preliminary design phases, and it enhances communication between designers and clients by providing a clear statement of the designer’s intent.4.3.2.6 Coding and Referencing Standard Details In Computer-Aided Design Systems—This classification allows a designer, for example, to reference an assembly according to this classification’s element designations and build up a database of standard details. This is particularly appropriate to design modeling and building information modeling (BIM) applications.4.3.3 Managing Facilities: 4.3.3.1 Recording and writing property condition assessment reports in a structured way, using UNIFORMAT II classifications, provides for a consistent, accessible, and searchable database of real property inventory.4.3.4 Other Activities: 4.3.4.1 Structuring cost manuals and recording construction, operating, and maintenance costs in a computer database. Having a cost manual or computer database in an elemental format assists the preparation of an economic analysis early in the design stage and at a reasonable cost.1.1 This standard establishes a classification of bridge elements within the UNIFORMAT II family of elemental classifications. It covers most highway bridges, railroad bridges, and pedestrian bridges.1.2 UNIFORMAT II classifications have an elemental format similar to the original UNIFORMAT2 building elemental classification. However, the title UNIFORMAT II differs from the original in that it now takes into consideration a wide range of constructed entities that collectively form the built environment.1.3 Elements, as defined here and in other UNIFORMAT II Classifications, are major physical components that are common within constructed entities. Elements perform their given function(s), regardless of the design specification, construction method, or materials used.1.4 This elemental classification serves as a consistent reference for analysis, evaluation, and monitoring during the feasibility, planning, and design stages when constructing bridges.1.5 Using UNIFORMAT II elemental classifications ensures a consistency in the economic evaluation of construction projects over time and from project to project.1.6 UNIFORMAT II classifications also enhance reporting at all stages of a constructed entity’s life cycle—from feasibility and planning through the preparation of working documents, construction, maintenance, rehabilitation, and disposal.1.7 This classification is unsuitable for process applications or for preparing trade estimates.1.8 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, each system shall be used independently of the other, and values from the two systems shall not be combined.1.9 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.1.10 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： 843元 / 折扣价： 717 元 加购物车

4.1 This test method may be used in conjunction with other test methods in determining the general condition of a bridge deck.4.2 Areas indicated as delaminated on overlaid bridge decks may be an indication of lack of bond between the overlay and the underlying bridge deck. This test method may be used in determining specific areas of delaminations requiring repair.1.1 This test method covers the determination of delaminations in portland-cement concrete bridge decks using infrared thermography. This test method is intended for use on exposed and overlaid concrete bridge decks.1.2 A Precision and Bias statement has not been developed at this time. Therefore, this standard should not be used for acceptance or rejection of a material for purchasing purposes.NOTE 1: This test method can be used on asphalt or concrete overlays as thick as 4 in. (100 mm).1.3 This test method uses an imaging infrared scanner and video recorder, mounted on a vehicle, to detect delaminations and debonded areas on bridge decks and to record the information.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.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： 515元 / 折扣价： 438 元 加购物车