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TB 10091-2017: Code for Design on Steel Structure of Railway Bridge---This is an excerpt. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.), auto-downloaded/delivered in 9 seconds, can be purchased online: https://www.ChineseStandard.net/PDF.aspx/TB10091-2017TB PROFESSIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA UDC J 461-2017 Code for Design on Steel Structure of Railway Bridge Issued on. FEBRUARY 02, 2017 Implemented on. MAY 01, 2017 Issued by. National Railway Administration of the People’s Republic of China PROFESSIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA Code for Design on Steel Structure of Railway Bridge J 461-2017 Chief development organization. China Railway Major Bridge Reconnaissance & Design Institute Co., Ltd. Approval department. National Railway Administration of the People’s Republic of China Implementation date. May 01, 2017 Beijing, 2017 Table of ContentsForeword... 4 1 General provisions... 9 2 Terms and symbols... 10 3 Materials and basic allowable stresses... 14 4 Calculation of internal force of structures... 37 4.3 Calculation of fatigue... 41 5 Calculated length, slenderness ratio and component cross-section of members... 47 6 Component connection... 58 7 Bridge floor systems and bracing systems... 64 8 Steel plate girders... 73 9 Steel truss beams... 76 10 Bearings... 78 Appendix A Main technical indicators of railway bridge steel... 80 Appendix B Calculation of panel point bending moment of the closed frame in the cross-girder plane when the cross-girder is bearing longitudinal load... 83 Appendix C Calculation of internal force of stringer and cross-girder of single- track simply supported steel truss caused due to chord member deformation ... 85 Appendix D Ultrasonic testing quality requirements for welded panel points ... 88 Appendix E Weld appearance quality requirements... 90 Explanation of Wording in this Code... 921 General provisions1.0.1 This Code is formulated with a view to carry out relevant national laws and regulations and railway technology policies, unify the technical standards for the design on steel structure of railway bridges and make the design on steel structure of railway bridges comply with the requirements of safety and reliability, advance and mature, economy and usability, and environmental protection. 1.0.2 This Code is applicable to the design on steel structure of riveted, welded-and- high-strength-bolted and welded bridges for high-speed railways, inter-city railways, passenger-freight I and II level railways. The steel structure of bridges carrying both railway and highway which bear the highway load separately shall be designed according to the relevant standards of the current highway industry. 1.0.3 The steel structure of railway bridges shall have the specified strength, rigidity, stability and durability. The service life of the main structure shall be 100 years. 1.0.4 When adopting this Code, the design shall still comply with the provisions of the current “Code for Design on Railway Bridge and Culvert” (TB 10002). 1.0.5 The design on components of steel structures shall be standardized so that the same type of components can be interchangeable. The structure shall be easy to process, transport, install, inspect and maintain. 1.0.6 The bridge superstructure shall be provided with camber, and the camber curve should be basically the same with shape of the deflection curve generated by the dead load and half static live load, but with the opposite direction. When the vertical deflection caused by the dead load and static live load is not more than 1/1600 of the effective span of the bridge, the camber may not be provided. 1.0.7 For bridge superstructures, in the most unfavorable combination of calculated loads, the lateral tipping stability factor shall not be less than 1.3. 1.0.8 The steel beam shall be able to be lifted by jacks. The lifting facilities and structures themselves shall be calculated as 1.3 times the lifting load. 1.0.9 For bridges with deviated line center on the curve and other bridges with eccentric load, the influence of eccentric load on the bridge superstructure shall be calculated. 1.0.10 For the design on steel structure of railway bridges, not only the requirements stipulated in this Code, but also those in the current relevant ones of the nation shall be complied with.2 Terms and symbols2.1 Terms 2.1.1 Simply supported beam A beam supported in two ends, with one end of vertical expansion bearing and another end of vertical fixed bearing. 2.2 Symbols 2.2.1 External forces and internal forces 2.2.2 Stresses [σ] - the axial allowable stress of steel (MPa)3 Materials and basic allowable stresses3.1 Basic materials 3.1.1 The basic steel of railway steel bridges shall be the steel selected according to the minimum design temperature, with the chemical composition, mechanical properties, process performance and welding performance meet the design requirements of the bridge, and shall comply with the provisions of Table 3.1.1. 3.1.4 For railway steel bridge welded joints (including weld metal and heat affected zone), the impact toughness value obtained from the lowest design temperature at the bridge site shall not be less than the values specified in Table 3.1.4. 3.1.5 The coating materials shall comply with the provisions of “The protection coating anti-corrosion and specification for the supply of paints for railway steel bridge” (TB/T 1527). 3.2.6 When calculating the total stability of center-compression members, the axial allowable stress reduction factor φ1 may be determined according to the steel type specified in Table 3.2.6. 3.2.7 The allowable stress range for fatigue design of various components or connections shall be determined according to the provisions of Table 3.2.7-1.The basic forms and the category of allowable stress range for fatigue design of various components or connections shall comply with the provisions of Table 3.2.7-2.4 Calculation of internal force of structures4.1 Calculation principle of internal force of structures 4.1.1 The internal forces of structural components shall be determined by the stage of elastic force, and the deformation shall be calculated according to the gross cross- section of the member, without considering the influence of weakening of the bolt (rivet) holes. 4.2 Calculation of strength and stability 4.2.1 The strength of structural members shall be calculated according to the equations specified in Table 4.2.1. 4.2.2 The total stability of structural members shall be calculated according to the formula specified in Table 4.2.2. 4.3 Calculation of fatigue 4.3.1 Structural components or connections subjected to repeat dynamic load shall be subjected to fatigue calculation. 4.3.2 When calculating the fatigue of components of main trusses (or main beams) of multi-track railway bridges (except Article 4.3.3), the fatigue load may be loaded as one-track railway bridge, applied to the most unfavorable position in the lateral direction and multiplied by the multi-track factor γd, which shall comply with the provisions of Table 4.3.2. moment of the stringer may be 0.85M0 (M0 is the mid-span bending moment calculated as simply supported beam), and the fulcrum bending moment may be 0.6M0. 4.3.5 Welded and non-welded (bolted) components and connections shall be subject to the fatigue calculation. When the fatigue stress is compressive stress, the fatigue calculation may not b5 Calculated length, slenderness ratio and component cross-section of members5.1 Calculated length of members 5.1.1 The calculated length of members may be determined according to Table 5.1.1. 5.1.2 For the calculated length of half-through steel beam’s compression flange (or chord member), when the panel length d of the main beam (or main truss) of the bridge superstructure is less than or equal to L/3m, l is αL. The factors α and m may be found from Table 5.1.2 according to β value. 5.2 Maximum allowable slenderness ratio of members 5.2.1 The maximum allowable slenderness ratio of members shall comply with the provisions of Table 5.2.1. 5.2.2 For members combined by batten plates, the calculation of slenderness ratio shall comply with the following provisions. 5.3.3 The width b -to-thickness δ ratio of composite compression members or plate beams should comply with the provisions of Table 5.3.3.6 Component connection6.1 Mechanical connection 6.1.1 In the anti-slid high-strength bolt connection, the allowable anti-slid bearing capacity of each high-strength bolt shall be calculated as follows. 6.1.3 High-strength bolts or rivets shall be arranged so that they are symmetric with the axis of members and avoid eccentricity. 6.1.4 The allowable spacing of high-strength bolts or rivets shall comply with the provisions in Table 6.1.4. 6.1.5 For mechanical connection, the number of each row of bolts and rivets shall not be less than the following provisions. 6.1.7 When the main truss members and the plate girder flanges are connected with high-strength bolts or rivets, the number of bolts (rivets) shall be calculated according to the bearing capacity of the connecting member and shall comply with the following provisions. 6.1.8 High-strength bolt or rivet connection joint of axial force members shall comply with the following provisions. 6.2.8 The minimum leg size of fillet welds without groove shall not be less than that specified in Table 6.2.8.The minimum length of fillet welds without groove should not be less than 15 times the weld thickness during automatic welding and semi-automatic welding, and should not be less than 80 mm during manual welding.7 Bridge floor systems and bracing systems7.1 Bridge floor systems 7.1.1 The steel bridge should adopt the overall bridge floor, and bridges for passenger- freight railways with a speed of 160 km/h and below and heavy haul railways may adopt the open steel gird floor. The center to center distance of stringers of the open steel gird floor shall not be less than 2 m. 7.1.2 The bending moment, shear-force and reaction force of bolted, riveted stringers in the vertical plane may be calculated as the simply supported beam with a span equal to the middle distance of the cross-girder. The bending moment, shear-force and reaction force of bolted, riveted cross-girders in the vertical plane may be calculated as the simply supported beam with a span equal to the middle distance of the main beam (main truss). 7.1.4 When the overall steel bridge floor structure is calculated, the bridge floor servers as the upper flange of the stringer (stiffener) and the cross-girder (stiffener), it shall take into account the effects of shear lag. The effective width of the steel bridge floor is be (λ1 + λ2), where λ1 is the effective width of the extending part on one side and λ2 is the effective width of half of the center line of the main beam. 7.2 Setting of bracing systems 7.2.1 For steel beams, the longitudinal and lateral bracings shall be reinforced; for non- integral bridge floors, the upper the lower plane longitudinal bracing system shall be set. The main truss (main beam)’s longitudinal bracing system should not use triangular truss, and its member shall adopt I-shaped section. 7.2.3 For the calculation the truss-type bracing system, it may determine the internal force assuming that the panel point is hinged. For longitudinal bracing system’ members, it shall calculate the bending moment due to their own weight, and the bending moment shall be calculated as a simply supported beam of equal span length.8 Steel plate girders8.0.1 The lateral width of the simply supported steel plate girder (the center distance of two main girders) shall not be less than 1/15 of the span and shall not be less than 2.2 m. 8.0.2 The riveted plate girder supporting the bridge sleeper shall have at least a layer of cover plate to cover the entire length of the upper flange. If the rest of the cover plate is interrupted within the span, the actual cut-off point shall extend beyond the theoretical cut-off point and the rivets arranged within this length shall not be less than three rows. 8.0.5 For the plate girder, paired vertical stiffeners shall be set at the end support and at where delivery and concentrate external forces. The extension limbs of stiffeners shall be polished tightly with the supporting flange of the girder. The setting of stiffeners shall also comply with the following provisions. 8.0.9 The net area of the splice plate of the flange of the plate girder should be 10 % larger than the net area of the spliced part. When splicing the web plate of the plate girder, the splice plate shall be set in pairs on both sides of the web plate; the total thickness of the splice plate shall be larger than the thickness of the spliced web plate; the net section modulus of the splice plate shall be larger than of the net section modulus of the spliced web plate. 8.0.10 When the bridge sleeper is directly laid on the upper flange of the plate girder, the length of the pressure distribution of a wheel load shall be taken as 1.0 m when calculating the plate girder flange rivet and the flange weld; it shall be taken as 1.5 m when calculating the local stability of the web plate (excluding the impact force).9 Steel truss beams9.0.1 For the side span of simply supported truss beam and continuous truss beam, the ratio of the width to the span should not be less than 1/20.For the span of continuous truss beam, the ratio of the width to the span should not be less than 1/25. 9.0.4 In trusses, the axial force and bending moment, generated when the cross-girder is subject to vertical load, of the suspension member or column which forms the closed frame with the cross-girder, sway bracing or buttress bracing, shall be calculated. The bending moment may be calculated according to appendix B. 9.0.7 The splicing of members shall comply with the following provisions. 9.0.9 The normal stress and shear stress, under the main action, of the main truss’s gusset plate shall be calculated. The allowable stresses are [σ] and 0.75 [σ], respectively, which may be calculated approximately by eccentric tension or eccentric compression. 9.0.10 The diameter of drainage holes of H-shaped members should not be less than 50 mm. TB PROFESSIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA UDC J 461-2017 Code for Design on Steel Structure of Railway Bridge Issued on. FEBRUARY 02, 2017 Implemented on. MAY 01, 2017 Issued by. National Railway Administration of the People’s Republic of China PROFESSIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA Code for Design on Steel Structure of Railway Bridge J 461-2017 Chief development organization. China Railway Major Bridge Reconnaissance & Design Institute Co., Ltd. Approval department. National Railway Administration of the People’s Republic of China Implementation date. May 01, 2017 Beijing, 2017Table of ContentsForeword... 4 1 General provisions... 9 2 Terms and symbols... 10 3 Materials and basic allowable stresses... 14 4 Calculation of internal force of structures... 37 4.3 Calculation of fatigue... 41 5 Calculated length, slenderness ratio and component cross-section of members... 47 6 Component connection... 58 7 Bridge floor systems and bracing systems... 64 8 Steel plate girders... 73 9 Steel truss beams... 76 10 Bearings... 78 Appendix A Main technical indicators of railway bridge steel... 80 Appendix B Calculation of panel point bending moment of the closed frame in the cross-girder plane when the cross-girder is bearing longitudinal load... 83 Appendix C Calculation of internal force of stringer and cross-girder of single- track simply supported steel truss caused due to chord member deformation ... 85 Appendix D Ultrasonic testing quality requirements for welded panel points ... 88 Appendix E Weld appearance quality requirements... 90 Explanation of Wording in this Code... 921 General provisions1.0.1 This Code is formulated with a view to carry out relevant national laws and regulations and railway technology policies, unify the technical standards for the design on steel structure of railway bridges and make the design on steel structure of railway bridges comply with the requirements of safety and reliability, advance and mature, economy and usability, and environmental protection. 1.0.2 This Code is applicable to the design on steel structure of riveted, welded-and- high-strength-bolted and welded bridges for high-speed railways, inter-city railways, passenger-freight I and II level railways. The steel structure of bridges carrying both railway and highway which bear the highway load separately shall be designed according to the relevant standards of the current highway industry. 1.0.3 The steel structure of railway bridges shall have the specified strength, rigidity, stability and durability. The service life of the main structure shall be 100 years. 1.0.4 When adopting this Code, the design shall still comply with the provisions of the current “Code for Design on Railway Bridge and Culvert” (TB 10002). 1.0.5 The design on components of steel structures shall be standardized so that the same type of components can be interchangeable. The structure shall be easy to process, transport, install, inspect and maintain. 1.0.6 The bridge superstructure shall be provided with camber, and the camber curve should be basically the same with shape of the deflection curve generated by the dead load and half static live load, but with the opposite direction. When the vertical deflection caused by the dead load and static live load is not more than 1/1600 of the effective span of the bridge, the camber may not be provided. 1.0.7 For bridge superstructures, in the most unfavorable combination of calculated loads, the lateral tipping stability factor shall not be less than 1.3. 1.0.8 The steel beam shall be able to be lifted by jacks. The lifting facilities and structures themselves shall be calculated as 1.3 times the lifting load. 1.0.9 For bridges with deviated line center on the curve and other bridges with eccentric load, the influence of eccentric load on the bridge superstructure shall be calculated. 1.0.10 For the design on steel structure of railway bridges, not only the requirements stipulated in this Code, but also those in the current relevant ones of the nation shall be complied with.2 Terms and symbols2.1 Terms 2.1.1 Simply supported beam A beam supported in two ends, with one end of vertical expansion bearing and another end of vertical fixed bearing. 2.2 Symbols 2.2.1 External forces and internal forces 2.2.2 Stresses [σ] - the axial allowable stress of steel (MPa)3 Materials and basic allowable stresses3.1 Basic materials 3.1.1 The basic steel of railway steel bridges shall be the steel selected according to the minimum design temperature, with the chemical composition, mechanical properties, process performance and welding performance meet the design requirements of the bridge, and shall comply with the provisions of Table 3.1.1. 3.1.4 For railway steel bridge welded joints (including weld metal and heat affected zone), the impact toughness value obtained from the lowest design temperature at the bridge site shall not be less than the values specified in Table 3.1.4. 3.1.5 The coating materials shall comply with the provisions of “The protection coating anti-corrosion and specification for the supply of paints for railway steel bridge” (TB/T 1527). 3.2.6 When calculating the total stability of center-compression members, the axial allowable stress reduction factor φ1 may be determined according to the steel type specified in Table 3.2.6. 3.2.7 The allowable stress range for fatigue design of various components or connections shall be determined according to the provisions of Table 3.2.7-1.The basic forms and the category of allowable stress range for fatigue design of various components or connections shall comply with the provisions of Table 3.2.7-2.4 Calculation of internal force of structures4.1 Calculation principle of internal force of structures 4.1.1 The internal forces of structural components shall be determined by the stage of elastic force, and the deformation shall be calculated according to the gross cross- section of the member, without considering the influence of weakening of the bolt (rivet) holes. 4.2 Calculation of strength and stability 4.2.1 The strength of structural members shall be calculated according to the equations specified in Table 4.2.1. 4.2.2 The total stability of structural members shall be calculated according to the formula specified in Table 4.2.2. 4.3 Calculation of fatigue 4.3.1 Structural components or connections subjected to repeat dynamic load shall be subjected to fatigue calculation. 4.3.2 When calculating the fatigue of components of main trusses (or main beams) of multi-track railway bridges (except Article 4.3.3), the fatigue load may be loaded as one-track railway bridge, applied to the most unfavorable position in the lateral direction and multiplied by the multi-track factor γd, which shall comply with the provisions of Table 4.3.2. moment of the stringer may be 0.85M0 (M0 is the mid-span bending moment calculated as simply supported beam), and the fulcrum bending moment may be 0.6M0. 4.3.5 Welded and non-welded (bolted) components and connections shall be subject to the fatigue calculation. When the fatigue stress is compressive stress, the fatigue calculation may not b5 Calculated length, slenderness ratio and component cross-section of members5.1 Calculated length of members 5.1.1 The calculated length of members may be determined according to Table 5.1.1. 5.1.2 For the calculated length of half-through steel beam’s compression flange (or chord member), when the panel length d of the main beam (or main truss) of the bridge superstructure is less than or equal to L/3m, l is αL. The factors α and m may be found from Table 5.1.2 according to β value. 5.2 Maximum allowable slenderness ratio of members 5.2.1 The maximum allowable slenderness ratio of members shall comply with the provisions of Table 5.2.1. 5.2.2 For members combined by batten plates, the calculation of slenderness ratio shall comply with the following provisions. 5.3.3 The width b -to-thickness δ ratio of composite compression members or plate beams should comply with the provisions of Table 5.3.3.6 Component connection6.1 Mechanical connection 6.1.1 In the anti-slid high-strength bolt connection, the allowable anti-slid bearing capacity of each high-strength bolt shall be calculated as follows. 6.1.3 High-strength bolts or rivets shall be arranged so that they are symmetric with the axis of members and avoid eccentricity. 6.1.4 The allowable spacing of high-strength bolts or rivets shall comply with the provisions in Table 6.1.4. 6.1.5 For mechanical connection, the number of each row of bolts and rivets shall not be less than the following provisions. 6.1.7 When the main truss members and the plate girder flanges are connected with high-strength bolts or rivets, the number of bolts (rivets) shall be calculated according to the bearing capacity of the connecting member and shall comply with the following provisions. 6.1.8 High-strength bolt or rivet connection joint of axial force members shall comply with the following provisions. 6.2.8 The minimum leg size of fillet welds without groove shall not be less than that specified in Table 6.2.8.The minimum length of fillet welds without groove should not be less than 15 times the weld thickness during automatic welding and semi-automatic welding, and should not be less than 80 mm during manual welding.7 Bridge floor systems and bracing systems7.1 Bridge floor systems 7.1.1 The steel bridge should adopt the overall bridge floor, and bridges for passenger- freight railways with a speed of 160 km/h and below and heavy haul railways may adopt the open steel gird floor. The center to center distance of stringers of the open steel gird floor shall not be less than 2 m. 7.1.2 The bending moment, shear-force and reaction force of bolted, riveted stringers in the vertical plane may be calculated as the simply supported beam with a span equal to the middle distance of the cross-girder. The bending moment, shear-force and reaction force of bolted, riveted cross-girders in the vertical plane may be calculated as the simply supported beam with a span equal to the middle distance of the main beam (main truss). 7.1.4 When the overall steel bridge floor structure is calculated, the bridge floor servers as the upper flange of the stringer (stiffener) and the cross-girder (stiffener), it shall take into account the effects of shear lag. The effective width of the steel bridge floor is be (λ1 + λ2), where λ1 is the effective width of the extending part on one side and λ2 is the effective width of half of the center line of the main beam. 7.2 Setting of bracing systems 7.2.1 For steel beams, the longitudinal and lateral bracings shall be reinforced; for non- integral bridge floors, the upper the lower plane longitudinal bracing system shall be set. The main truss (main beam)’s longitudinal bracing system should not use triangular truss, and its member shall adopt I-shaped section. 7.2.3 For the calculation the truss-type bracing system, it may determine the internal force assuming that the panel point is hinged. For longitudinal bracing system’ members, it shall calculate the bending moment due to their own weight, and the bending moment shall be calculated as a simply supported beam of equal span length.8 Steel plate girders8.0.1 The lateral width of the simply supported steel plate girder (the center distance of two main girders) shall not be less than 1/15 of the span and shall not be less than 2.2 m. 8.0.2 The riveted plate girder supporting the bridge sleeper shall have at least a layer of cover plate to cover the entire length of the upper flange. If the rest of the cover plate is interrupted within the span, the actual cut-off point shall extend beyond the theoretical cut-off point and the rivets arranged within this length shall not be less than three rows. 8.0.5 For the plate girder, paired vertical stiffeners shall be set at the end support and at where delivery and concentrate external forces. The extension limbs of stiffeners shall be polished tightly with the supporting flange of the girder. The setting of stiffeners shall also comply with the following provisions. 8.0.9 The net area of the splice plate of the flange of the plate girder should be 10 % larger than the net area of the spliced part. When splicing the web plate of the plate girder, the splice plate shall be set in pairs on both sides of the web plate; the total thickness of the splice plate shall be larger than the thickness of the spliced web plate; the net section modulus of the splice plate shall be larger than of the net section modulus of the spliced web plate. 8.0.10 When the bridge sleeper is directly laid on the upper flange of the plate girder, the length of the pressure distribution of a wheel load shall be taken as 1.0 m when calculating the plate girder flange rivet and the flange weld; it shall be taken as 1.5 m when calculating the local stability of the web plate (excluding the impact force).9 Steel truss beams9.0.1 For the side span of simply supported truss beam and continuous truss beam, the ratio of the width to the span should not be less than 1/20.For the span of continuous truss beam, the ratio of the width to the span should not be less than 1/25. 9.0.4 In trusses, the axial force and bending moment, generated when the cross-girder is subject to vertical load, of the suspension member or column which forms the closed frame with the cross-girder, sway bracing or buttress bracing, shall be calculated. The bending moment may be calculated according to appendix B. 9.0.7 The splicing of members shall comply with the following provisions. 9.0.9 The normal stress and shear stress, under the main action, of the main truss’s gusset plate shall be calculated. The allowable stresses are [σ] and 0.75 [σ], respectively, which may be calculated approximately by eccentric tension or eccentric compression. 9.0.10 The diameter of drainage holes of H-shaped members should not be less than 50 mm. ......Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al. 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