Meet Ultra Bond's New Crack Master Wonder Bar. This one bar transforms into every essential windshield repair tool you will ever need in the field to produce unbreakable windshield repairs. See Lab Tests Here. These Windshield Repair Tools are for the professional windshield repair technician. Our founder, Richard Campfield, invented the Wonder Bar to be transformable into six different vitally needed tools that will make every repair situation easy and efficient and to save you from having to buy multiple tools. The Crack Master Tools are used by thousands of windshield repair technicians world-wide. What sets Ultra Bond apart from the rest is that these tools have total adjustable control of the pressure, compression (flex) and tension on the glass. See each tool below to learn about each tool configuration. If you are already in the auto glass repair business and have tried using other tools, theses tools will change the game for you on the repair of long cracks, star-breaks and combination breaks. We have a full windshield crack repair training section where you can deep dive into the different breaks and how these tools work in application. Ultra Bond also has a great windshield crack repair training videos where many of the tools you see here are used to fix various cracks and chips. Here are lab test scores on the same resin in ten different tools.
This 2-Bar bridge has six different tool configurations and can be used with any 1/2 X 20 threaded injector. Most versatile windshield repair structure in the world . This structure can replace vacuuming with an injector and leg flexing . .
bridge structural steel crack stop tool
The Ultra Bond Wonder Bar Kit 1 gives you seven different tools. It can be configured into different tools by moving bolts and suction cups. One Wonder Bar can be a: long crack sliding tool crack-opener low pressure stone-damage...
This Ultra Bond Long Crack Windshield Repair Tool with our 200 resin is designed for those looking to get into the market with a lower investment up-front. This long crack tool still has the same repair concepts as in our Wonder Bars.
Vital tool to for both of our Long Crack Slider Tools, this crack opener will ensure you get an overfill when repairing your customer's windshield. This is the plastic version, but still has key technology as seen in our Wonderbar Tool....
The Wonder Bar II is the most complete windshield crack repair tool kit on the market! The Wonder Bar II is an upgrade from The Wonder Bar 1 ! Not that one wonder bar is inadequate in what it was design to do. It's that two bars gives you more repair options. Richard Campfield, the father of windshield crack repair, is committed to making windshield crack repair easier not harder. Click here to read why you need to upgrade today!
Practice Makes Perfect and that is a well known statement! It's actually not hard to fix crack or chipped windshields. Like anything in life, if you want to excel you need to practice. What's different about our brand from the rest is our tools make it easier for you to practice and by twenty-one repairs you will be indeed a Chip Master and a Crack Master. Click here to see what is required so you can start your windshield crack repair training!
As of 2007, there were 599,766 bridges in the National Bridge Inventory (NBI). Approximately 32% of those bridges are either steel or continuous steel superstructures. Steel bridges are composed of numerous individual steel members that are connected by some combination of bolts, rivets, and welds; the most common problems at these connections are corrosion and cracking or a combination of both.
Cracking at steel bridge connections are primarily caused by local material fatigue failure. Fatigue is the formation and propagation of a crack resulting from variable and cyclic loads. Fatigue cracks typically occur and grow over a period of time and are functions of the effective stress range, frequency of load events, and structural details.
When StopCrackEX is used as a replacement for the CAH in bridges, it provides a region of high compressive stresses around the hole. The high interference fit of the bushing combined with the induced compressive residual stress provides the necessary stress field modification needed to impede future crack propagation and initiation.
The StopCrackEX process has shown over a 60 times improvement in crack growth life when compared with the CAH. The life extension of the specimens demonstrates that the StopCrackEX process significantly improves the life of the crack locations and will provide significant cost savings to bridge owners and reduce the need for costly repeat inspection of repairs when used as a replacement for the conventional CAH method.
FTI's StopCrackEX kit includes the tools needed to install the 1/2 inch diameter StopCrackEX bushing for drill stop crack arrest holes in steel bridges. The standard kit comes in a watertight protective case that is 9"x18"x21" and weighs approximately 32 lbs.
Access was gained to the location of the crack and the inch StopCrackEX hole was drilled ahead of the visible crack tip, leaving approximately 1/16 inch from the tip of the crack to the edge of the hole. The StopCrackEX bushing was installed using FTI tooling.
In 2020, we closed the high bridge in the interest of public safety. We made this decision based on regular inspections of the bridge, which showed rapidly growing cracks. Since the closure, we've wasted no time, working to repair the high bridge and to plan and build projects across affected neighborhoods that will reduce impacts on local communities.We announced that we would repair the bridge instead of replacing it with a new span. The decision was based on input from the community, speed of traffic restoration, minimizing impacts, and cost effectiveness.
During phase 2 rehabilitation, we are building on the same tried-and-true construction methods we used in phase 1, including more epoxy injection crack filling, post-tensioning, and carbon-fiber wrapping in the main span, as well as strengthening work on the bridge's side spans (between bridge columns Pier 15 and Pier 16 and between Pier 17 and Pier 18). Diagram is not to scale.
Our team is using multiple construction methods in our efforts to rehabilitate the high bridge. We've already used epoxy injection crack filling, carbon-fiber wrapping, and post-tensioning on the central span to stop the progression of the cracking and stabilize the structure.Full bridge rehabilitation includes more epoxy injection crack filling, post-tensioning, and carbon-fiber wrapping in the main span, as well as on the side spans (between bridge columns Pier 15 and Pier 16 and between Pier 17 and Pier 18). Through phases 1 and 2, we're also using intelligent monitoring techniques to assess how the bridge is responding to these measures, which informed our design of phase 2 (rehabilitation).
Post-tensioning steel cables reinforce the bridge structure and help prevent it from cracking. When we post-tension the high bridge, we are adding more cables inside the hollow bridge girders (not within the concrete walls of the girders) so the bridge can better support itself and respond to other environmental factors such as weather, vehicle loading, or other external forces.
Wrapping sections of the bridge with carbon fiber reinforced polymer helps support the now-stabilized bridge. We wrap sections of the bridge with carbon- fiber wrapping to strengthen the bridge, much like putting a cast on an injured arm or leg. When we add carbon-fiber wrapping to surfaces of the bridge, it's working in tandem with the steel already inside the bridge to increase bridge strength.We are also adding more carbon fiber wrapping in phase 2 rehabilitation. The wrapping will include sections of the center span and the end spans. Carbon-fiber wrapping can be added both outside of the bridge girders, and within the hollow girders for added strength. When we add carbon-fiber wrapping, we do so in phases, alternating with tightening the post-tensioning to ensure that the bridge continues to strengthen as the girders get more compressed.
In phase 1 stabilization, we installed interim measures to slow the spread of cracks, including epoxy injections coated with carbon-fiber wrap at the distressed locations.We also installed a new monitoring system of additional movement sensors, crack monitors, and monitoring cameras throughout the bridge. These monitors are improving our understanding and tracking of the health of the high bridge, with greater precision and real-time data.
Before the inspection, the inspector should review previous FC bridge inspection reports to familiarize himself with the structural element types, condition states, and recommendations related to FC steel members. Per inspection plan, the inspector submits a written request for flagging to the railroad company, and for traffic control and lane closures to the bridge maintenance crew. The final step of the FC bridge inspection preparation is the testing of all inspection equipment the day before the inspection.
The FC bridge inspector meticulously implements the inspection methods defined in the inspection plan. It is required that all existing cracks and deficiencies, which had been recorded in previous FC inspection reports, be carefully monitored. If an existing crack has propagated since the last inspection, then the new tip of the crack is punched to monitor any new growth during the next scheduled FC bridge inspection. If a new crack is found, the FC bridge inspector documents the crack details (i.e. length, location, and type of crack) on the bridge component where the crack is located, as well as in the FC bridge inspection report, supplemented by pictures of the crack.
Also, the FC bridge inspector may provide recommendations regarding critical findings (i.e. a structural or safety related deficiencies that require immediate follow-up inspection or action). If the critical findings need immediate attention, the FC bridge inspector should inform upper managers without delay. 2ff7e9595c
Comments