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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Improving Rating Aids for the Evaluation of Existing Concrete Culverts in Tennessee</title>
      <link>https://trid.trb.org/View/1858121</link>
      <description><![CDATA[Within the Tennessee transportation system, the Tennessee Department of Transportation (TDOT) is responsible for nearly 20,000 highway bridges/transportation structures. Approximately 44% of these structures are classified as culverts. Existing culverts in Tennessee date back as far as 1905 and some of these culverts need to be evaluated for their structural capacity due to aging and wear. Additionally, all culverts that have been designed, built, and maintained by TDOT have to be in compliance with the load rating requirements of the National Bridge Inspection Standards (NBIS). The main objective of this research project was to improve upon a set of rating aids that were developed to assist in the assessment of reinforced concrete culverts in Tennessee. Literature reviews were conducted on relevant material for the analyses presented in this paper. After the literature reviews were completed, culverts were modeled in multiple programs to begin the analyses. The analyses include: a verification analysis, a horizontal soil pressure analysis, a rating factor analysis for TDOT dump truck loads, a shear capacity and shear rating factor analysis, and a moment continuity analysis. One of the objectives of this research project was to improve the Culvert Rating Aids to better assist in the assessment of culverts in Tennessee. The improvements included additions of unique features that created a user-friendly interface for the navigation of both the box and slab culvert Rating Aids. Use of the improved Rating Aids only requires a few basic culvert details such as the year they were made, number of cells, cell size, and skew angle, and the Rating Aids best meet the needs of rating engineers for culvert assessment.]]></description>
      <pubDate>Mon, 12 Jul 2021 18:57:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1858121</guid>
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    <item>
      <title>Compatibility of Non-Ferrous Metals with Fuel Grade Ethanol</title>
      <link>https://trid.trb.org/View/1735531</link>
      <description><![CDATA[The primary objective of the proposed work is to provide an improved understanding of the performance of non-ferrous metals and stainless steels in fuel grade ethanol (FGE). To achieve the project objective, two technical tasks were conducted: (1) a state-of-the-art survey was conducted on compatibility issues with the most common non-ferrous metals found in pipeline systems, terminals, and other down-stream components in the supply chain; and (2) laboratory testing was performed to evaluate the performance of a selected set of non-ferrous metals where limited or no service record is available. The project was primarily focused on non-ferrous metals found in pipeline systems, terminals, and downstream components in the supply chain. The following materials were selected for laboratory evaluation: Bronze 10%; Brass 70-30; Nickel Alloy 200; Stainless Steel 304; Stainless Steel 316; and Aluminum Alloy 7075. Key results of the laboratory testing are: (1) AA7075, Bronze 10% and Nickel Alloy were found to be susceptible to pitting corrosion; (2) The materials did not show a substantial difference in the corrosion performance in E50 and E95; (3) The general corrosion rates, in general, were very low for all materials in all tested solutions; (4) The general corrosion rate of Bronze 10% was the highest among all tested materials independent of tested solutions and the purging gas but was low from the standpoint of material integrity; and (5) The addition of 37.5 ppm NH₄OH did not substantially alter the material corrosion performance of the tested materials. An increase in the anodic current was noted for Bronze 10% in E95 in the presence of 37.5 ppm NH₄OH but the corrosion rate was still minimal.]]></description>
      <pubDate>Wed, 07 Oct 2020 15:34:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1735531</guid>
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    <item>
      <title>Metal skinning energy absorber for a backup marine fender system</title>
      <link>https://trid.trb.org/View/1632829</link>
      <description><![CDATA[Marine fenders incorporating elastic elements have been the most popular system to protect berthing structures due to their economic advantages. However, the failure of these elastic marine fenders has been one of the major causes for unplanned downtime of berthing facilities. A backup marine fender system integrated into conventional elastic fenders is proposed in this study using a metal skinning mechanism. A series of experimental and numerical investigations are carried out to evaluate the energy absorption behaviour of aluminium and brass rods with various skinning depths and impact energy. Reaction forces at impact and specific cutting energy are found to be highly dependent upon skinning depth. Acceleration Severity Index is used to demonstrate that the proposed metal skinning mechanism is capable of absorbing impact energy in a controllable and predictable manner without causing minor injury to the occupants of berthing vessels. An implementation study of the proposed skinning mechanism, as a backup system, integrated within a conventional elastic marine fender shows the efficiency of the system in absorbing berthing energy from various sized vessels.]]></description>
      <pubDate>Wed, 18 Sep 2019 17:16:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1632829</guid>
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    <item>
      <title>Fatigue Performance of Brass Breakaway Light Pole Couplings</title>
      <link>https://trid.trb.org/View/1250020</link>
      <description><![CDATA[Breakaway couplings connect light pole bases to foundation anchor bolts and are intended to fracture on impact after vehicle collision to protect drivers and passengers from severe injury. The coupling consists of an internally threaded hollow hexagon made of half‐hard CDA 360 brass with a thread‐locked stainless steel stud. Several designs of the notched hexagonal shaped coupling were tested in bending by attaching them to a simulated pole tube and base and then inducing stresses by deflection of the tube by a hydraulic jack. Individual couplings were also fatigued in axial tension‐compression by a servo‐controlled universal testing machine. Using the data obtained, the axial tension‐compression fatigue relationship for the brass couplings was ΔS = 433N–0.153, where ΔS is the alternating stress from tension to compression. Finite element analysis using ABAQUS® found that stress concentrations in the external notch radius and the internal threads were accurate to about 20% of the values obtained from experimental strain gage data. The stress concentration factors for the final design were determined to be Ktt = 10.8 in tension and Ktc = 10.4 in compression. Couplings were fatigue tested in laboratory air at room temperatures in the range of 10,000 to 10,000,000 cycles. Couplings that were exposed to 1000 hr of salt fog prior to fatigue testing showed no difference in fatigue life compared to couplings fatigued in air. Standard structural theory was used to determine the nominal stresses of couplings attached to steel poles subjected to winds of 90 mph. Using an average stress concentration factor Ktavg of 10.6, the peak coupling stress in various orientations of the pole base with respect to the wind direction was determined to be 24.1 ksi. When a more accurate segmental wind pressure method of determining moments acting on the pole base was used, the calculated peak stress was 23.9 ksi. At 90 mph, a +24 ksi to –24 ksi alternating stress develops, resulting in a 50% mean fatigue life estimated at 1,799,000 cycles. Variances in notch section were caused by straightness deviations of hexagon stock and from drilling and tapping operations, averaging 4.2% to a maximum of 9%. The fatigue initiation zone was about 30 degrees of the notch circumference. The probability that four couplings would have only the weakest one facing the maximum wind exposure is 30 degree/360 degree/4, which is about 2% of the time. Maximum wind speeds recorded in Illinois are less than the 90 mph AASHTO requirement. Decreasing notch depth by 9% would lessen the likelihood of premature failure due to insufficient load‐bearing section of the coupling notch.]]></description>
      <pubDate>Fri, 10 May 2013 15:51:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1250020</guid>
    </item>
    <item>
      <title>Drop Weight Testing of Brass Breakaway Couplings</title>
      <link>https://trid.trb.org/View/1126762</link>
      <description><![CDATA[This was the first phase of an investigation to determine the suitability of free-cutting brass couplings for use in minimizing vehicular damage and driver or passenger injury when light poles are impacted. Breakaway couplings are required by Federal regulation to fracture when a modest size sedan traveling at 20 miles per hour or greater impacts a supported light pole. The required limit of impact deceleration that would be experienced by persons in this vehicle is limited to 5 m/s [16.4 ft/sec] at 20 and 60 mph. These brass couplings are intended to replace currently used aluminum or steel couplings, which could potentially save significant resources for the State of Illinois, as well as other states. This investigation used drop weight testing on a short strike tube that was attached to the couplings and then to a concrete pedestal which simulated an actual concrete foundation. The focus of the drop weight testing was to determine the size and depth of grooves needed to be cut into the brass couplings to provide the desired breakaway performance. This testing compared a variety of designs produced by the Illinois DOT with the Transpo SPM 4100 high strength steel coupling which had already been approved by the Federal Highway Administration. The test program used a rigid steel cylinder and thick base plate which simulated an actual light pole. Because of the nature of the drop weight test set up, certain variables, including the weight of the light pole and luminaries, its stiffness and radius of gyration, and stiffness of the impact point in an actual crash, could not be simulated. However, these variables were tested later in full scale pendulum impact tests in the second phase of this project.]]></description>
      <pubDate>Wed, 25 Jan 2012 14:21:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1126762</guid>
    </item>
    <item>
      <title>Load Rating of Prestressed Concrete Girder Bridges: A Comparative Analysis of LFR and LRF</title>
      <link>https://trid.trb.org/View/1117076</link>
      <description><![CDATA[With the intention of supporting the Federal Highway Administration’s implementation of Load and Resistance Factor Design (LRFD), research efforts were made to facilitate the transition from Load Factor Rating (LFR) to Load and Resistance Factor Rating (LRFR) in the state of New Mexico. Five prestressed concrete girder bridges, courtesy of the NM bridge inventory, were rated using the BRASS-GIRDER and BRASS-GIRDER (LRFD) software. Research objectives include 1.) the evaluation of the BRASS software prior to full implementation by the NM Department of Transportation (DOT), 2.) the identification of the source of dissension between LFR and LRFR rating factors, 3.) the identification of any trends in the rating factors as affected by bridge geometry, 4.) the identification of any questionable bridges within the sample, and 5.) the use of the research findings to provide training of the LRFR method to the NMDOT. In verifying the BRASS software, all strength-based rating factors were in agreement with hand computations for LFR. The serviceability rating factor, however, differed by 16.7 percent and was therefore considered inadequate. With respect to BRASS-GIRDER (LRFD), potential errors relating to the Modified Compression Field Theory interfered with the computation of beta and theta, thus affecting the shear resistance. However, it was concluded that BRASS-GIRDER (LRFD) produces accurate results under the premise that the shear resistance is determined by means of a user defined beta and theta. The LRFR method generally yielded lower rating factors for flexure, with the longer span bridges demonstrating a larger deviation between LFR and LRFR. The live load effects were identified as the contributing parameter to the difference in rating methods. The dead load effects and flexural resistance had little impact. The LRFR rating factors for shear were generally lower than those produced by LFR. The discrepancy in rating factors was linked to the live load effects and shear resistance. The dead load effects contributed little to the variation in LFR and LRFR rating factors for shear. Overall, the shear ratings controlled over those based on flexure. Finally, a number of bridges proved inadequate for the shear ratings, while the flexure ratings were satisfactory.]]></description>
      <pubDate>Tue, 27 Sep 2011 08:16:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117076</guid>
    </item>
    <item>
      <title>Discrepancies in Shear Strength of Prestressed Beams with Different Specifications</title>
      <link>https://trid.trb.org/View/1106016</link>
      <description><![CDATA[Although Minnesota Department of Transportation (Mn/DOT) inspection reports indicate that prestressed concrete bridge girders in service do not show signs of shear distress, girders rated with the Virtis-BRASS rating tool and Load Factor Rating (LFR) have indicated that a number of the girders have capacities lower than design level capacities. One of the reasons for the discrepancy was suspected to be conservatism of the rating methods (i.e., LFR). Other suspected reasons included potential flaws in the rating tools used by Mn/DOT (i.e., Virtis-BRASS software) including neglecting possible additional shear capacity parameters (e.g., end blocks). As a consequence, the rating methods have made it difficult to discern the cases for which shear capacity may be a real concern. In order to identify the reasons for the discrepancies and inconsistency in rating results relative to observed performance of the prestressed bridge girders, an analytical research program was conducted. The report provides a brief description of the models that provide the basis for the AASHTO shear design provisions and descriptions of the provisions through the 2002 AASHTO Standard specifications. This is followed by a description of the Virtis-BRASS rating tool, which was verified with example bridges provided by Mn/DOT. To investigate prestressed bridge girders within the inventory that might be most at risk for being undercapacity for shear, 54 girders were selected from the inventory for further evaluation. Some of the 54 girders were found to have larger stirrup spacings than required at the time of design. These girders were subsequently rated and evaluated per the 2002 AASHTO Standard Specifications to determine the adequacy of the designs based on the LFR inventory and operating rating methods. Potential sources for increased shear capacity were identified and reviewed.]]></description>
      <pubDate>Tue, 12 Jul 2011 07:49:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1106016</guid>
    </item>
    <item>
      <title>Performance Evaluation of Brass Breakaway Couplings</title>
      <link>https://trid.trb.org/View/1091072</link>
      <description><![CDATA[Existing breakaway couplings have several disadvantages, including proprietary in nature, prohibitively expensive, inconsistent energy absorption due to temperature effects, and variable fatigue strength due to corrosion. Thus, the Illinois Department of Transportation (ILDOT) developed a free-cutting, brass breakaway coupling for use on luminaire or support poles. The free-cutting, brass breakaway couplings in combination with luminaire poles were evaluated according to the Test Level-3 (TL-3) safety performance criteria found in NCHRP Report No. 350. A total of 7 tests were conducted at the Valmont/UNL-MwRSF pendulum testing facility in compliance with the impact criteria corresponding to test designation no. 3-60. The results of these tests were then used to predict the high-speed test results, test designation no. 3-61, using the FHWA-approved extrapolation equation. Luminaire poles used were selected to provide one of two worst-case impact scenarios: (1) a tall massive pole that requires the most energy to rotate the pole, or (2) the lightest and weakest pole that may bend, fracture, or crush before the couplings break away. Successful tests of these two scenarios then provided a range of pole sizes that could be used in combination with the brass couplings. Upon completion of the physical testing and extrapolation analysis, aluminum luminaire poles with nominal heights between 30 ft (9.1 m) and 55 ft (16.8 m) and weights less than 755 lb (343 kg) were found to satisfy the TL-3 safety performance criteria when evaluated with the brass couplings. However, the selected and tested heavy steel poles failed to satisfy the change in velocity limit for the high-speed test. Therefore, an analytical analysis was conducted to identify the largest steel poles that are compatible with the brass couplings.]]></description>
      <pubDate>Fri, 25 Feb 2011 14:42:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091072</guid>
    </item>
    <item>
      <title>Load Rating of Prestressed Concrete Girder Bridges: Comparative Analysis of Load Factor Rating and Load and Resistance Factor Rating</title>
      <link>https://trid.trb.org/View/778401</link>
      <description><![CDATA[In light of the adoption of the load and resistance factor design (LRFD) philosophy by the AASHTO Subcommittee on Bridges and Structures, research efforts are under way to facilitate the transition from load factor rating (LFR) to load and resistance factor rating (LRFR) in New Mexico. Five prestressed concrete girder bridges, courtesy of the New Mexico bridge inventory, were rated with the BRASS-GIRDER and BRASS-GIRDER (LRFD) structural software. The objectives for this study were to evaluate and verify the BRASS (bridge rating and analysis of structural systems) software, to identify the source of dissension between LFR and LRFR rating factors, and to examine any trends in the rating factors as affected by bridge geometry. The comparison of LFR and LRFR focused on both flexure and shear for the strength limit state. The LRFR method generally yielded lower rating factors for flexure, with the longer-span bridges demonstrating a larger deviation between LFR and LRFR. The live load effects were identified as the major factor contributing to the difference in flexure ratings; the dead load effects and flexural resistance had little effect. The LRFR rating factors for shear also were generally lower than those produced by LFR. The discrepancy in the shear ratings was caused by both the live load effects and shear resistance. The dead load effects contributed little to the variation in LFR and LRFR rating factors for shear. Overall, the shear ratings controlled over those based on flexure.]]></description>
      <pubDate>Thu, 16 Mar 2006 22:20:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/778401</guid>
    </item>
    <item>
      <title>ENHANCEMENT OF WYDOT'S BRASS-PIER FOR THE NEW AASHTO LRFD BRIDGE DESIGN SPECIFICATION</title>
      <link>https://trid.trb.org/View/745726</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO) Subcommittee on Bridges and Structures (SCOBS) passed a binding resolution that the "AASHTO Standard Specifications for Highway Bridges, 17th Edition" will no longer be maintained after 1999.  This statement is a strong endorsement for the implementation of the new "AASHTO LRFD Bridge Specifications."  Recently, the Federal Highway Administration (FHWA) has indicated that all Federal projects will be designed by Load and Resistance Factor Design (LRFD). This state-of-the-art specification is a complete rewrite and represents a significant advancement from the more traditional engineering methods and basis for design.  LRFD Specifications require significant mathematical modeling to generate internal forces that are subsequently used in proportioning the member sizes and checking the many specification articles. Traditionally, the Wyoming Department of Transportation (WYDOT) has used its BRASS-PIER program in conjunction with other limited computational models in spreadsheets to design piers and foundations.  The BRASS-PIER program required significant modifications in technical and usability issues.  Herein, the authors briefly outline work that:  modifies the present program to implement the LRFD Specifications; provides technical modification necessary to properly model axial deformation, shrinkage, and temperature effects; enhances BRASS-PIER (LRFD) so that deck geometry and loads are automatically applied to the substructure and foundation; provides a badly needed user interface with pre- and post-processing capabilities; provides the required testing for technical accuracy; and provides the required testing for usability and designer expectations.  No other publicly available products come close to paralleling the integration of complex engineering analysis and contemporary/complex engineering graphics into one comprehensive package.  BRASS-PIER (LRFD), BRASS-GIRDER (LRFD), and BRASS-CULVERT (LRFD) provide the comprehensive suite of programs for LRFD design, design review, and analysis.  These programs are used nationwide.]]></description>
      <pubDate>Thu, 13 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/745726</guid>
    </item>
    <item>
      <title>HIGH PRESSURE STEAM CURING OF REACTIVE-POWDER MORTARS</title>
      <link>https://trid.trb.org/View/694542</link>
      <description><![CDATA[The authors have studied the effects of autoclaving under saturated vapor at 180 degrees C on the physical and mechanical properties of reactive-powder mortars reinforced with brass coated steel fibers.  The system consisted of portland cement (ASTM Type V), silica fume, natural silica sand (maximum grain size<1mm), an acrylic super-plasticizer, and brass coated steel fibers (L=13mm, theta=0.18mm); a water-to-cement of 0.255 was used to obtain a flowable system.  Specimens were subjected to high pressure steam curing for 3 hours after preliminary curing at normal temperatures and for different times.  Samples pre-cured at normal temperature for 24 hours and 3 days were autoclaved for up to 12 hours.  Autoclaving generally produced beneficial effects on the mechanical properties, both in terms of flexural and compressive strength.  High pressure steam curing for 3 hours of specimens pre-cured at ambient temperature for 3 days yielded flexural strength of 30 MPa and compressive strength of 200 MPa.  The strengthening mechanisms depend only in part on the greater degree of hydration as the hydrated phases that form in the systems prepared with low water/cement are highly impermeable.  The main effect appears to be the result of modifications to the microstructure that manifests itself as a reduction in porosity and hence in better mechanical properties.]]></description>
      <pubDate>Wed, 31 Oct 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/694542</guid>
    </item>
    <item>
      <title>THE EFFECT ON THE BEHAVIOUR OF ALPHA-BRASSES IN SEAWATER OF THE ADDITION OF AL AND SN - PART 1</title>
      <link>https://trid.trb.org/View/435041</link>
      <description><![CDATA[The addition of Al (2.2%) or Sn (1.12%) to alpha-brass alloys inhibits their corrosion in unstirred seawater at 40 degree C. For Al-brass, the inhibiting effect influences both the cathodic and the anodic processes and is due to the formation of an oxidised film, with segregation, on the surface of Al and Mg compounds. The film has a synergistic passivation effect by decreasing the porosity of the oxidation layer and avoiding the formation of local acidity leading to localised corrosion. The inhibiting effect of Sn is due to the formation of Sn oxidation compounds at valences higher than 2 by confirming the hypothesis of a Sn-passivating layer as a mechanism of decreasing corrosion.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/435041</guid>
    </item>
    <item>
      <title>PITTING OF ADMIRALTY BRASS</title>
      <link>https://trid.trb.org/View/435579</link>
      <description><![CDATA[The chemical composition and morphology of corrosion products accumulated on the internal surface of admiralty brass tubes and in pits, formed during service of a power plant condenser cooled with brackish water, were examined and compared with corrosion products formed under laboratory conditions simulating those in the plant. X-ray diffraction (XRD) was used for corrosion product analysis. Electrochemical tests were performed to characterise alloy corrosion behaviour. This way conditions leading to pitting attack on admiralty brass were determined.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/435579</guid>
    </item>
    <item>
      <title>THE MEASUREMENT OF EARTH PRESSURE ON RETAINING WALLS</title>
      <link>https://trid.trb.org/View/126954</link>
      <description><![CDATA[A PARTICULAR METHOD OF MEASURING THE EARTH PRESSURE ON RETAINING WALLS IS DESCRIBED. THE SOIL PRESSURE CELL, KNOWN AS THE GOLDBECK CELL, IS USED. A BRIEF HISTORY IS PRESENTED OF THE DEVELOPMENT OF THE SOIL PRESSURE CELL. A BRASS DIAPHRAGM IS USED IN THIS CELL TO DETERMINE SOIL PRESSURE. THE ACCURACY OF THE DEVICE DEPENDS, IN LARGE MEASURE, UPON THE EXTREMELY SMALL MOTION OF THE WEIGHING DISK WHICH IS REQUIRED TO BREAK ELECTRICAL CONTACT DURING THE MEASUREMENT OF PRESSURE. SPECIFIC EARTH PRESSURE MEASUREMENTS ARE DESCRIBED. THE SOIL PRESSURE CELL SATISFACTORILY MEASURES EARTH PRESSURES, SOMETIMES AT DEPTHS OF 100 FT. OR MORE UNDER THE SURFACE OF THE EARTH. SOME OF THE DIFFICULTIES ENCOUNTERED ARE LISTED. THE SOIL PRESSURE CELLS HAVE ALSO BEEN EMPLOYED FOR DETERMINING THE PRESSURE DISTRIBUTION UNDER CONCRETE ROAD SLABS.]]></description>
      <pubDate>Fri, 05 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126954</guid>
    </item>
    <item>
      <title>COMPARISON BETWEEN ELECTROCHEMICAL AND WEIGHT CHANGE CORROSION RATE MEASUREMENTS IN SEAWATER</title>
      <link>https://trid.trb.org/View/391675</link>
      <description><![CDATA[The paper compares laboratory corrosion rate measurements in artificial seawater with in situ corrosion rate measurements in actual seawater.  Four alloys were compared: 1019 steel, 4340 steel, 316 stainless steel and Admiralty brass. The electrochemical tests were performed in a 3% artificial seawater solution, using a computer controlled potentiostat, and a rotating disk electrode. The laboratory results agreed qualitatively with those of the seawater; however, more realistic modelling is necessary before the results will be in quantitative agreement.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391675</guid>
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