5.1 Braking traction is an important factor in vehicle control especially on wet pavements. These test methods permit an evaluation of tires for their relative or comparative performance on an ABS-equipped vehicle. See Annex A1 for background information for interpretation of results and meaningful evaluation of tire design features for their influence on wet traction performance.5.2 Although stopping distance is important for vehicle control, the ability to steer the vehicle on a selected trajectory is equally or, in some instances, more important. The wet traction capability of tires influences both of these measured parameters since the tires are the link between the ABS and the pavement and provide the traction or tire adhesion level that permits the ABS to function as intended.5.3 The absolute values of the parameters obtained with these test methods are highly dependent upon the characteristics of the vehicle, the design features of the ABS, the selected test pavement(s), and the environmental and test conditions (for example, ambient temperature, water depths, test speeds) at the test course. A change in any of these factors may change the absolute parameter values and may also change the relative rating of tires so tested.5.4 These test methods are suitable for research and development purposes where tire sets are compared during a brief testing time period. They may not be suitable for regulatory or specification acceptance purposes because the values obtained may not necessarily agree or correlate, either in rank order or absolute value, with those obtained under other conditions (for example, different locations or different seasonal time periods on the same test course).1.1 These test methods cover the measurement of two types of ABS vehicle behavior that reflect differences in tire wet traction performance when the vehicle is fitted with a series of different tire sets to be evaluated.1.1.1 The stopping distance from some selected speed at which the brakes are applied.1.1.2 The lack of control of the vehicle during the braking maneuver. Uncontrollability occurs when the vehicle does not follow the intended trajectory during the period of brake application despite a conscious effort on the part of a skilled driver to maintain trajectory control. Uncontrollability is measured by a series of parameters related to this deviation from the intended trajectory and the motions that the vehicle makes during the stopping maneuver.1.1.3 Although anti-lock braking systems maintain wheel rotation and allow for a high degree of trajectory control, different sets of tires with variations in construction, tread pattern, and tread compound may influence the degree of trajectory control in addition to stopping distance. Thus vehicle uncontrollability is an important evaluation parameter for tire wet traction performance.1.2 These test methods specify that the wet braking traction tests be conducted on two specially prepared test courses: (1) a straight-line (rectilinear) “split-µ” (µ = friction coefficient) test course, with two test lanes deployed along the test course (as traveled by the test vehicle); the two lanes have substantially different friction levels such that the left pair of wheels travels on one surface while the right pair of wheels travels on the other surface; and (2) a curved trajectory constant path radius course with uniform pavement for both wheel lanes.1.3 As with all traction testing where vehicle uncontrollability is a likely outcome, sufficient precautions shall be taken to protect the driver, the vehicle, and the test site facilities from damage due to vehicle traction breakaway during testing. Standard precautions are roll-bars, secure mounting of all internal instrumentation, driver helmet, and secure seat belt harness, etc.1.4 The values stated in SI units are to be regarded as the standard. The values given in parenthesis are for information only.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This practice covers the required correction procedures for examining sequential control tire data for any systematic or bias (not random) variation due to changing test conditions that may influence absolute and also comparative performance of candidate tires, as they are tested over any short or extended time period. The procedures provided here may be used for any repetitive tire traction testing in any environment (for example, dry, wet, snow, ice) where test conditions are subject to change. This practice does not address the issue of rejecting outlier data points or test values that might occur among a set of otherwise acceptable data values obtained under identical test conditions in a short time period. Method A uses the initial operational conditions defined by the first control traction test as a reference point. The calculations correct all traction test performance parameters (for example, traction coefficients) to the initial level or condition of the pavement or other testing conditions, or both. With this method, corrections may be made after only a few candidate and control sets have been evaluated. Method B uses essentially the midpoint of any evaluation program, with the grand average traction test value as a reference point. This grand average value is obtained with higher precision than the initial control traction test average of Method A because it contains more values. However, Method B corrections cannot be made until the grand average value is established, which is normally at the end of any program.1.1 This practice covers the required procedures for examining sequential control tire data for any variation due to changing test conditions. Such variations may influence absolute and also comparative performance of candidate tires, as they are tested over any short or extended time period. The variations addressed in this practice are systematic or bias variations and not random variations. See Appendix X1 for additional details.1.1.1 Two types of variation may occur: time or test sequence “trend variations,” either linear or curvilinear, and the less common transient or abrupt shift variations. If any observed variations are declared to be statistically significant, the calculation procedures are given to correct for the influence of these variations. This approach is addressed in Method A.1.2 In some testing programs, a policy is adopted to correct all candidate traction test data values without the application of a statistical routine to determine if a significant trend or shift is observed. This option is part of this practice and is addressed in Method B.1.3 The issue of rejecting outlier data points or test values that might occur among a set of otherwise acceptable data values obtained under identical test conditions in a short time period is not part of this practice. Specific test method or other outlier rejection standards that address this issue may be used on the individual data sets prior to applying this practice and its procedures.1.4 Although this practice applies to various types of tire traction testing (for example, dry, wet, snow, ice), the procedures as given in this practice may be used for any repetitive tire testing in an environment where test conditions are subject to change.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method will be used by athletic footwear manufacturers to characterize the traction of the athletic shoe-sports surface interface, and as a tool for development of athletic shoe outsoles.5.2 This test method will be used by researchers to determine the effect of sport surface conditions (for example, moisture, grass species, turf density, soil texture, soil composition, and so forth) on traction characteristics of the athletic shoe-sports surface interface.5.3 This test method will be used by sports surface manufacturers to characterize the traction of the athletic shoe-sports surface interface, and as a tool for development of sports surfaces.5.4 Careful adherence to the requirements and recommendations of this test method will provide results that compare with results from different laboratory sources.5.5 The method will be used to research relationships between traction at athletic shoe-sports surface interfaces and athletic performance or injury. This research may lead to recommendations for appropriate levels of traction.1.1 This test method covers specifications for the performance of sports shoe-surface traction measuring devices, but does not require a specific device or mechanism to be used. Figs. 1 and 2 show schematic diagrams of generic apparatus.FIG. 1 Schematic Diagram of a Generic Device for Measuring Linear TractionA. Shoe under test, mounted on a footform.B. Surface under test.C. Guide rails with linear bearings or other means of maintaining rectilinear motion.D, E. Vertical shaft and bearing mounted carriage or other means of maintaining motion parallel to the plane of the shoe-surface interface.F. Weights, actuator or other means of applying a downward vertical force.G. Actuator or other means of applying a horizontal force.H. Force plate or other means of measuring vertical and horizontal forces.J. Velocity transducer.FIG. 2 Schematic Diagram of a Generic Device for Measuring Rotational TractionA. Shoe under test, mounted on a footform.B. Surface under test.D, E. Vertical shaft and bearings or other means of constraining rotation about the vertical axis parallel to the plane of the shoe-surface interface.F. Weights, actuator or other means of applying a downward vertical force.G. Actuator or other means of applying a torque.H. Force plate or other means of measuring vertical force and torque about the vertical axis.J. Angular velocity transducer.1.2 This test method is appropriate for measuring the effects of athletic shoe outsole design and materials on traction at the shoe-surface interface.1.3 This test method is appropriate for measuring the effects of sport surface design and materials on traction at the shoe-surface interface.1.4 This test method specifies test procedures that are appropriate for both field and laboratory testing.1.5 Traction characteristics measured by this test method encompass friction forces developed between shoe outsoles and playing surfaces.1.6 Traction characteristics measured by this test method encompass traction achieved by penetration of cleats or studs into playing surfaces.1.7 This test method specifies test procedures for the measurement of traction during linear translational motion and rotational motion, but not simultaneous combinations of linear and translational motion.1.8 The loads and load rates specified in this test method are specific to sports activities. The test method is not intended for measurement of slip resistance or traction of pedestrian footwear.1.9 Test results obtained by this method shall be qualified by the characteristics of the specimen.1.9.1 Comparative tests of surfaces shall be qualified by the characteristics of the shoes used to test the surfaces, including the cushioning, outsole material, and sole design.1.9.2 Comparative tests of shoes shall be qualified by the pertinent characteristics of the surfaces on which shoes are tested, including the surface type, material, condition, and temperature.1.10 This test method does not establish performance or safety criteria. The level of traction required between a sport shoe and surface varies with the level of performance and from individual to individual. The extent to which particular levels of traction contribute to individual athletic performance and risk of injury is not known.1.11 The values stated in SI units are to be regarded as the standard.1.12 This standard may involve hazardous materials, operations and equipment. 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.1.13 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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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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5.1 The measured values are traction properties of tires obtained with the towed trailer described here on a given road surface, under given environmental conditions (ambient and road surface temperature, humidity, wind speed and direction, purity and film depth of water used to wet the road surface). They are carried out in accordance with the stated test procedures and reflect the performance of the total tire-vehicle environmental system. A change in any of these factors may change the measurements on a subsequent run of the test.5.2 These test methods are suitable for research and development purposes, where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance, because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained on other road surfaces (or the same surface after additional wear), under other environmental conditions, or other towed trailers, or other test devices, or with results obtained with other test procedures.1.1 This test method covers the measurement of braking traction of tires designed for passenger cars or light trucks. Such braking traction measurements are applicable to conditions wherein the vehicle is traveling straight ahead on a wet, paved surface.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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When the conditions are such that foreign materials can come between shoe bottoms and a walkway surface, efforts should be made to design the walkway surface to remove the foreign material from between shoe bottoms and the walkway surface.This type of slip hazard is often found in manufacturing and maintenance processes where foreign materials are frequently present on walkway surfaces. Examples are: food preparation and processing areas, rendering operations, transportation and cargo handling activities.1.1 This guide is intended to assist in the selection of walkway surfaces where the presence of foreign materials may produce the danger of a slip or a fall.1.2 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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1.1 This test method covers the measurement of the traction of footwear on painted walkway surfaces under both dry and wet conditions in the laboratory and the field.1.2 The values stated in inch-pound units are to be regarded as the standard. The SI values given in parentheses are provided for information only.1.3 This test method does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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5.1 This test method describes a technique for assessing the performance characteristics of tires in a winter environment on snow and ice surfaces. When snow is referred to hereafter, ice is implied as appropriate.5.2 The measured values quantify the dynamic longitudinal traction properties of tires under driving torque. Dynamic traction properties are obtained on snow surfaces prepared in accordance with the stated test procedures and attempts to quantify the tires' performance when integrated into a vehicle-environmental system. Changing any one of these environmental factors will change the measurements obtained on a subsequent test run.5.3 This test method addresses longitudinal driving traction properties only on snow and ice surfaces. Refer to Test Methods F1572 for test methods for braking and lateral traction properties on snow or ice, or both.1.1 This test method covers a procedure for measuring the driving traction of passenger car and light truck tires while traveling in a straight line on snow- or ice-covered surfaces.1.2 This test method utilizes a dedicated, instrumented, four-wheel rear-wheel drive test vehicle with a specially instrumented drive axle to measure fore-aft and vertical forces acting on a single driven test tire.1.3 This test method is suitable for research and development purposes where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained under other environmental conditions on other surfaces or the same surface after additional use.1.4 The values stated in SI units are to be regarded as the standard. Ordinarily, N and kN should be used as units of force. This standard may utilize kgf as a unit of force in order to accommodate the use of load and pressure tables, as found in other standards both domestic and global that are commonly used with this standard. The values given in parentheses are for information only.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification covers the minimum safety and performance standards that a manufacturer should meet with regards to the design, manufacture, testing, labeling, and documentation of cranial traction tongs and halo external spinal immobilization devices intended for use on humans for therapeutic purposes. It is, however, not to be construed as production methods, quality control techniques, manufacturer's lot criteria, or clinical recommendations for such. Requirements to which the devices shall be tested on and conform accordingly to are magnetic resonance imaging (MRI) compatibility, mechanical integrity, design performance, induced current flow, and current induced heating.1.1 This specification covers standards a manufacturer shall meet in the designing, manufacturing, testing, labeling, and documenting of halo and tong external spinal immobilization devices, but it is not to be construed as production methods, quality control techniques, manufacturer's lot criteria, or clinical recommendations.1.2 This specification represents the best currently available test procedures at this time and is a minimum safety and performance standard.1.3 This specification covers only those halo and tong devices intended for use on humans for therapeutic purposes. This specification assumes the user is well-trained in the procedures and maintenance of halo and tong application and has the ability to determine if an abnormality is treatable by these procedures.1.4 This specification describes those devices commonly known as halo external fixation devices and what is known as cranial traction tongs.1.5 Cranial traction tongs and halo devices are used to achieve and maintain optimal spinal alignment, in order to enhance fusion and decrease neurological deficit.1.6 Monitoring the progress of treatment after application of these devices is important, this should be done in accordance with the manufacturer's recommendation and guidelines pertaining to the specific device.1.7 The values stated in both inch-pound and SI units are to be regarded separately as the standard. The values given in parentheses are for information only.1.8 The following precautionary statement pertains only to the test method portions, Sections 10 – 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.1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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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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