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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
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      <title>NEOPLAN CELEBRATES FIFTH ANNIVERSARY</title>
      <link>https://trid.trb.org/View/276804</link>
      <description><![CDATA[In celebrating its fifth anniversary, Albrecht Auwarter, chairman of the board of Gottlob Auwarter GMBH & Company, the parent firm of Neoplan USA Corporation, reviews Neoplan's success in the U.S. transit market, its future plans for increasing its role as a major bus manufacturer not only in the U.S., but throughout the world and its goal to make a high profit to finance the development of new technology by being competitive and financially strong. Among those things which were either introduced or discussed during the celebration were:  a standard 40-ft tour bus representing Neoplan's 4th generation bus which is an attempt to standardize key components throughout body and style especially for the U.S. market, a new small bus for airport application called "The Neoporter" which may well be the start of a new generation of light weight buses as well as changing out for transit buses already in use in the U.S. which were identified as having cracked frames.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:12 GMT</pubDate>
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      <title>IN PRAISE OF A-FRAMES, WINCHES, &amp; CRANES</title>
      <link>https://trid.trb.org/View/396276</link>
      <description><![CDATA[A-frames, winches and cranes have proven to be invaluable pieces of equipment on research vessels. The importance of their role in operations is discussed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
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      <title>OAK A-FRAME TIMBER BRIDGES MEETING THE MODERN DEFLECTION REQUIREMENT</title>
      <link>https://trid.trb.org/View/365401</link>
      <description><![CDATA[One of the most difficult requirements for timber bridges has been meeting the live-load deflection limitation of L/500 (span length divided by 500) at competitive costs.  An 18- x 18-ft all-Pennsylvania oak A-frame bridge has been designed in accordance with the 1991 AASHTO Standard Specifications for Highway Bridges, analyzed by a finite element method, and built and tested under an equivalent HS-20 truck loading at Bucknell University to satisfy this live-load deflection requirement at a low cost.  An 18-ft-long timber A-frame bridge consisting of two timber A-frames, six timber stringers, two steel hanger rods suspended from the apex of the frames, one steel transverse beam at midspan supported by the hanger rods, and panelized timber decking met the L/500 deflection requirement.  The total cost of the bridge was $1,500 for material and $2,500 for student labor (estimated).  This same A-frame-type bridge can be built economically and also satisfy the L/500 live-load requirement for spans up to 50 ft in length.]]></description>
      <pubDate>Thu, 30 Apr 1992 00:00:00 GMT</pubDate>
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      <title>SOME ASPECTS OF UPSIDE-DOWN PAVEMENT DESIGN</title>
      <link>https://trid.trb.org/View/59522</link>
      <description><![CDATA[The upside-down design, consisting of a thin bituminous surfacing and an untreated granular base overlying a cement-treated sub-base, is discussed in this paper.  The inter-dependence between the thicknesses of the three materials and the response to overloaded wheels were analysed with a computer program capable of stress-modulus iteration, PSAD2A.  From this study it was concluded that the flexible surfacing should be about 30 to 35 mm thick and that it is structurally more beneficial to increase the thickness of the treated sub-base than that of the granular base.  For highway-type loading the granular layer should preferably be 125 to 150 mm while the cement-treated layer should be about 300 to 375 mm thick. During overloading it is the cement-treated sub-base that is strained excessively and very little damage is done to the untreated granular base-course.  /Author/TRRL]]></description>
      <pubDate>Thu, 18 May 1978 00:00:00 GMT</pubDate>
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      <title>HIGHWAY FOCUS; VOLUME 7, NUMBER 2, DECEMBER 1975</title>
      <link>https://trid.trb.org/View/33026</link>
      <description><![CDATA[This bulletin presents material composed from narrative reports covering highway engineering and construction operations, with emphasis on safety.  Massachusetts' safety program and its underlying philosophy is described in one article, and safety measures taken at the Perrine Bridge Project in Idaho is described in another.  Methods and equipment used to satisfy requirements in Austin, Texas are illustrated, and the safety aspects involved in deck construction is discussed.  Safety during bridge widening in California is described, and safety features associated with bridge falsework is detailed.  Traffic and safety precautions during the replacement of an I-beam together with a portion of the deck and the handrail on the Florida Turnpike Bridge is described.  Other articles cover the following areas: "U" type framework for erection and removal of bridge falsework, safety handrails for steel girder construction, bridge construction safety in Arkansas, 'A' frames used in Alabama, bridge construction safety in Oregon, and the challenge posed by bridge construction safety.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
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