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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>SUMMARY REPORT - SOIL-AGGREGATE MIXTURES FOR HIGHWAY PAVEMENTS</title>
      <link>https://trid.trb.org/View/122648</link>
      <description><![CDATA[A SUMMARY IS PRESENTED OF AN INVESTIGATION CONDUCTED TO DETERMINE THE VARIABLES OF INFLUENCE AND THEIR EFFECT ON THE DURABILITY, STABILITY, AND WEAR RESISTANCE OF SOIL-AGGREGATE MIXTURES FOR USE IN HIGHWAY PAVEMENTS. STUDY CONCENTRATED ON AGGREGATE GRADATION, PLASTICITY OF THE FINES, AND AGGREGATE GEOMETRIC CHARACTERISTICS. THESE FACTORS WERE INVESTIGATED IN THE FIELD AND LABORATORY BY CBR TESTS, THE BURGGRAF SHEAR APPARATUS, AND TRIAXIAL TESTS. A PARTICLE INDEX TEST WAS DEVELOPED TO DETERMINE THE EFFECT OF AGGREGATE GEOMETRIC CHARACTERISTICS ON THE COMPACTION AND SHEAR STRENGTH PROPERTIES OF SOIL-AGGREGATE MIXTURES. AN EARLY PHASE OF THE PROJECT WAS DIRECTED TOWARD THE PREPARATION OF AN EXTENSIVE ANNOTATED BIBLIOGRAPHY ON SOIL- AGGREGATE MIXTURES. FIELD STUDIES WERE MADE OF THE OCCURRENCE OF WASHBOARDS, POTHOLES, AND THE IN-SITU STABILITY OF SOIL-AGGREGATE MIXTURES. BOTH THE POTHOLE AND THE WASHBOARD FORMATIONS WERE ASSOCIATED WITH VOLUME OF TRAFFIC AND WIDTH OF ROAD SURFACE. POTHOLING WAS MORE SEVERE IN ROAD SECTIONS SURFACED WITH CRUSHED STONE THAN IN THOSE SURFACED WITH GRAVEL. WASHBOARDING WAS MORE SEVERE IN ROAD SECTIONS SURFACED WITH GRAVEL THAN THOSE SURFACED WITH CRUSHED STONE. A DEFINITE RELATIONSHIP WAS SHOWN TO EXIST BETWEEN THE FORMATION OF POTHOLES AND THE EFFICIENCY WITH WHICH LATERAL DRAINAGE IS PROVIDED BY THE ROADWAY CROWN AND THE SHOULDER SLOPES. THE GEOMETRIC CHARACTERISTICS OF THE COARSE AGGREGATES, AS INDICATED BY THE PARTICLE INDEX, HAVE A DEFINITE BEARING ON THE RESULTANT VOID CHARACTERISTICS OF A COMPACTED SOIL-AGGREGATE MIXTURE. THERE IS AN ALMOST LINEAR RELATIONSHIP BETWEEN VOID CONTENT IN A COMPACTED SAMPLE AND THE PARTICLE INDEX OF THE COARSE AGGREGATE. SOIL- AGGREGATE MIXTURE PROPERTIES SIGNIFICANTLY CORRELATED WITH IN-SITU STRENGTH ARE: (1) FIELD MOISTURE CONTENT, (2) FIELD DRY DENSITY, (3) OPTIMUM MOISTURE CONTENT,AND (4) MAXIMUM DRY DENSITY. WEAR RESISTANCE CHARACTERISTICS OF SELECTED SOIL-AGGREGATE MIXTURES WERE INVESTIGATED IN A LIMITED STUDY. INVESTIGATION RESULTS INDICATE THAT GRADATION, AGGREGATE GEOMETRIC CHARACTERISTICS, AND PLASTICITY OF THE FINES ARE FACTORS THAT SHOULD BE EVALUATED IN THE MIXTURE DESIGN PROCESS.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/122648</guid>
    </item>
    <item>
      <title>MECHANICAL PROPERTIES OF GRANULAR SYSTEMS</title>
      <link>https://trid.trb.org/View/121680</link>
      <description><![CDATA[THE GRANULAR SYSTEMS TREATED ARE DEVOID OF INTERPARTICLE COHESION, AND THE INDIVIDUAL GRAINS ARE INDEPENDENT OF EACH OTHER EXCEPT FOR FRICTIONAL INTERACTION AND GEOMETRIC CONSTRAINTS INCIDENTAL TO THE EXISTING TYPE OF PACKING. THE COMPONENT PARTICLES MAY BE OF ANY SIZE FROM THE FINEST SAND TO PEBBLES, COBBLES, OR EVEN BOULDERS. EXISTING THEORETICAL CONCEPTS ARE BRIEFLY PRESENTED, CRITICALLY REVIEWED AND CHECKED AGAINST A LARGE NUMBER OF AVAILABLE TEST DATA. SPECIAL ATTENTION IS GIVEN TO THE MACROMERITIC STATE CONCEPT DEVELOPED IN ANALOGY WITH ACCEPTED THEORIES CONCERNING THE SOLID, LIQUID AND SOLUTION STATES OF MOLECULAR ASSEMBLIES. IT IS SHOWN THAT THE MACROMERITIC STATE CONCEPT IS A VALUABLE HEURISTIC TOOL THAT NOT ONLY YIELDS NEW INSIGHTS INTO THE SHEAR BEHAVIOR OF GRANULAR SYSTEMS BUT ALSO PERMITS THE DERIVATION OF SIMPLE EQUATIONS AGREEING CLOSELY WITH EXPERIMENTAL RESULTS. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/121680</guid>
    </item>
    <item>
      <title>DIFFERENT GEOMETRICAL SHAPES</title>
      <link>https://trid.trb.org/View/121179</link>
      <description><![CDATA[LABORATORY TESTS WERE CARRIED OUT WITH TWO CLAYS AND TWO SANDY LOAMS TO COMPARE SHEARING STRESS VALUES OBTAINED WITH A DESOMETER WITH FIVE DIFFERENT GROUSERED ANNULI, THE NIAE SHEAR BOX ADAPTED FOR USE WITH THE DESOMETER, AND A SHEARGRAPH. EACH DEVICE GAVE DIFFERENT VALUES FOR THE PARAMETERS OF THE COULOMB EQUATION. STRESS MEASUREMENTS WERE ALSO MADE WITH GEOMETRICALLY DIFFERENT GROUSERED ANNULI IN A SINGLE SOIL AND SOIL CONDITION. AGREEMENT OF RESULTS COULD NOT BE OBTAINED BY TAKING RELATIVE LINEAR DISPLACEMENT INTO ACCOUNT, AND THE MAGNITUDE OF THE MEASURED SHEARING STRESS WAS AFFECTED BY THE NONUNIFORMITY OF THE SOIL WITH DEPTH. /RRL/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:38:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/121179</guid>
    </item>
    <item>
      <title>SINGLE EQUATION FOR CALCULATING TANGENTS ON CURVES CONSISTING OF DIFFERENT RADII</title>
      <link>https://trid.trb.org/View/485325</link>
      <description><![CDATA[When designing and placing compound curves in highway construction projects, calculating the tangents represents a basic value to be able to pinpoint where these curves begin and end.  Until now, several equations were available for this purpose.  But for each different type of compound curve, a different or special equation had to be used, which turned out to be quite inconvenient.  This paper attempts to gather all these criteria and come up with a single comprehensive equation that is easy to write and that can be used for calculating any type of compound curve with different radii, for any desired geometric shape.]]></description>
      <pubDate>Tue, 04 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485325</guid>
    </item>
    <item>
      <title>TURBULENCE MODEL FOR WATER FLOW OVER TWO-DIMENSIONAL BED FORMS</title>
      <link>https://trid.trb.org/View/482929</link>
      <description><![CDATA[The authors apply a boundary-fitted numerical model, which adopts the general conservation of mass and momentum equation, to free surface water flow over a two-dimensional topography.  A three-layer near-wall turbulent kinetic energy/turbulence energy dissipation (k-E) model is employed to account partially for the effect of the separated-reattaching region in front of each sand wave.  A streamline curvature modification is introduced to achieve a proper response to the degree of anisotropy between the normal stresses.  The geometric shape of the train of sand waves is represented by a general curvilinear coordinate system.  The numerical results were compared with the available experimental data in the literature, and overall agreement was good.  Detailed computations suggest that the two-equation k-E model with careful modifications can yield good predictions for the sand-wave problem.  The present model provides a foundation for the further study of bed-load transport and resistance to flow arising from the movement of sediment bed forms.]]></description>
      <pubDate>Mon, 26 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482929</guid>
    </item>
    <item>
      <title>DESIGN OF ALUMINUM SIGN STRUCTURES BY ELECTRONIC COMPUTATION</title>
      <link>https://trid.trb.org/View/116548</link>
      <description><![CDATA[THE DESIGN OF OVERHEAD SIGN STRUCTURES OFFERS AN IDEAL APPLICATION FOR ELECTRONIC COMPUTATION BECAUSE THE EFFICIENCY OF A COMPUTER IS BEST UTILIZED IN THE DESIGN OF SIMILAR STRUCTURES HAVING A GREAT VARIETY OF DESIGN LOADING CONDITIONS. THIS TYPE OF DESIGN WORK DONE BY SLIDE RULE REPRESENTS THE ULTIMATE IN INEFFICIENT USE OF DESIGN TALENT. IN SETTING UP A COMPUTER PROGRAM, VARIOUS SUITABLE GEOMETRIC CONFIGURATIONS ARE CONSIDERED FOR ANY GIVEN COMBINATION OF SPAN LENGTH AND WIND LOADING. THE COMPUTER CALCULATES THE FORCE IN EACH MEMBER AND THEN SELECTS THE LIGHTEST AVAILABLE SECTION PERMITTED BY SPECIFICATIONS. THE TOTAL METAL COST IS CALCULATED, THIS AND A CALCULATED FABRICATION COST MAKE UP THE ESTIMATED TOTAL COST OF THE STRUCTURE. IT IS THEN POSSIBLE TO SELECT A TRUSS FOR ANY SPAN LENGTH AND LOADING CONDITION WHICH HAS THE CORRECT CONFIGURATION FOR THE MOST ECONOMICAL BALANCE OF METAL AND FABRICATION COSTS. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116548</guid>
    </item>
    <item>
      <title>ANALYSIS OF CONTINUOUS SKEWED SLAB BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/105263</link>
      <description><![CDATA[IN RECENT YEARS, HIGHWAY ENGINEERS HAVE BEEN MAKING FREQUENT USE OF THE CONTINUOUS SKEWED SLAB BRIDGES ON MODERN HIGHWAYS. DESPITE THIS FACT, AN ADEQUATE MATHEMATICAL ANALYSIS OF SUCH BRIDGES HAS NOT BEEN AVAILABLE FOR THE BRIDGE ENGINEER. A BRIDGE SLAB CAN BE ANALYZED BY THE PRINCIPLES OF THE THEORY OF PLATES. HOWEVER, DUE TO THE COMPLEXITY OF THE EXISTING BOUNDARY CONDITIONS IN CONTINUOUS SKEWED SLABS, THE APPLICATION OF THE HIGH-ORDER DIFFERENTIAL EQUATIONS BECOMES EXTREMELY DIFFICULT AND THE USE OF FINITE DIFFERENCE EQUATIONS FOR THE MATHEMATICAL ANALYSIS OF SUCH SLABS PROVIDES A MORE PRACTICAL AND YET ADEQUATE APPROACH. UTILIZING SUCH A FINITE DIFFERENCES METHOD, ALTOGETHER 32 DIFFERENT BRIDGE SLABS, WITH UNSTIFFENED EDGES, WERE ANALYZED. TWENTY-THREE OF THESE WERE THREE-SPAN CONTINUOUS SLABS AND HAD DIFFERENT ANGLES OF SKEW, WIDTH-CENTER SPAN LENGTH AND END SPAN-CENTER SPAN RATIOS. THE REMAINING 9 SINGLE-SPAN SLABS HAD ALSO DIFFERENT GEOMETRIC PARAMETERS. THE RANGE OF THESE PARAMETERS WAS DETERMINED SUCH THAT THE SLAB GROUP ENCOMPASSED THE MOST COMMON TYPES THAT ARE BEING BUILT IN ACTUAL PRACTICE. THE MATHEMATICAL ANALYSIS OF EACH SLAB INCLUDED THE SIMULTANEOUS SOLUTIONS OF GROUPS OF FINITE DIFFERENCE DEFLECTION EQUATIONS, COMPUTATIONS OF INFLUENCE COEFFICIENTS FOR DEFLECTIONS AND MOMENTS AT CRITICAL SLAB POINTS, TOGETHER WITH UNIFORM LOAD DEFLECTIONS AND MOMENTS. IBM 704 AND IBM 709 ELECTRONIC COMPUTERS WERE USED IN CONNECTION WITH THE MATHEMATICAL ANALYSIS, AND RESULTS ARE PRESENTED IN THE FORM OF TABLES, INFLUENCE SURFACE DIAGRAMS FOR DEFLECTIONS AND MOMENTS, AND CONTOUR DIAGRAMS FOR UNIFORM LOAD DEFLECTIONS AND MOMENTS. ALSO INCLUDED IN THE PAPER ARE VARIOUS DIAGRAMS SHOWING THE EFFECT OF VARIATION OF EACH PARAMETER ON THE MAXIMUM DEFLECTION AND MOMENT VALUES. TO VERIFY THE FINDINGS OF THE MATHEMATICAL ANALYSIS AND TO CORRELATE THE RESULTS TO REINFORCED CONCRETE STRUCTURES, 6 CONTINUOUS-SPAN AND 2 SINGLE-SPAN LABORATORY TEST STRUCTURES WERE DESIGNED BY UTILIZING VARIOUS REINFORCEMENT PATTERNS AND TESTED UNDER CONCENTRATED AND UNIFORM LOADS. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105263</guid>
    </item>
    <item>
      <title>SMALL-SCALE FOOTING STUDIES ON SAND AND CLAY</title>
      <link>https://trid.trb.org/View/126665</link>
      <description><![CDATA[SMALL-SCALE FOOTINGS HAVING CIRCULAR, RECTANGULAR AND SQUARE CONTACT AREAS WERE SUBJECTED TO A CONSTANT RATE OF PENETRATION. PRESSURE SINKAGE RELATIONSHIPS WERE OBTAINED FOR FOOTING PENETRATION UP TO 4 INCHES TO DETERMINE THE INFLUENCE OF SINKAGE RATE AND FOOTING GEOMETRY ON LOAD SINKAGE CHARACTERISTICS OF SOILS. PARTICULAR ATTENTION WAS GIVEN TO THE INITIAL PORTIONS OF THE LOAD SINKAGE CURVES TO DETERMINE TYPICAL FAILURE PATTERNS AND BEARING CAPACITIES. TEST SOILS CONSISTED OF A WET OTTAWA SAND PREPARED BY FLOODING THE ENTIRE SOIL BIN AND THEN COMPACTING BY QUICK DRAINAGE, AND A REMOLDED BOSTON BLUE CLAY. CONTROL PARAMETERS MEASURED IN EACH TEST CONDITION WERE MOISTURE CONTENT AND DENSITY.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126665</guid>
    </item>
    <item>
      <title>THE EFFECT OF RAMP TYPE AND GEOMETRY ON ACCIDENTS</title>
      <link>https://trid.trb.org/View/108765</link>
      <description><![CDATA[A THREE-YEAR STUDY OF 722 FREEWAY RAMPS CARRYING OVER 2- BILLION VEHICLES ON WHICH 1643 ACCIDENTS OCCURRED WAS UNDERTAKEN TO INVESTIGATE THE GEOMETRIC FEATURES WHICH PLAY IMPORTANT ROLES IN RAMP SAFETY AND TO CLASSIFY THESE GEOMETRIC FEATURES BY RAMP TYPE AND RELATIVE SAFETY MEASURES THE STUDY INCLUDED CLASSIFICATION OF RAMP TYPE AND PRESENTED THE RESULTS OF CORRELATIONS BETWEEN ACCIDENT RATES AND VARIOUS GEOMETRIC AND NON-GEOMETRIC CONSIDERATIONS. A BASIC ASSUMPTION MADE WAS THAT RAMP EXPERIENCE IS ESSENTIALLY RELATED TO THE NUMBER OF VEHICLES USING THE RAMP WITHOUT REGARD TO THE DISTANCE TRAVELLED. THE 722 STUDY RAMPS, OF WHICH 32 PERCENT WERE ACCIDENT- FREE, EXPERIENCED 18 PERCENT OF THE ACCIDENTS OCCURRING ON THE FREEWAYS WHICH THEY SERVED. GENERALLY, IT WAS CONCLUDED THAT DESIGN DIFFERENCES OF THE RAMPS STUDIED DID NOT PLAY A SIGNIFICANT ROLE WHEN COMPARISONS WERE MADE OF ACCIDENT- FREE RAMPS AND THOSE RAMPS WITH ACCIDENTS. IT WAS FOUND, HOWEVER, THAT THE OFF-RAMP ACCIDENT RATES WERE CONSISTENTLY HIGHER THAN THE ON-RAMP ACCIDENT RATES, THE DIFFERENCES BEING ATTRIBUTED PRIMARILY TO THE DIFFERENCE IN NUMBER OF SINGLE-VEHICLE ACCIDENTS OCCURRING ON THE RAMPS. IT WAS ALSO CONSIDERED THAT ACCELERATION LANES OF 800 FEET OR GREATER AND DECELERATION LANES OF 900 FEET OR GREATER RESULT IN LOWER ACCIDENT RATES THAN SHORTER SPEED-CHANGE LANES. /BPR/]]></description>
      <pubDate>Sat, 01 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108765</guid>
    </item>
    <item>
      <title>REVIEW PAPER. SOME GEOMETRICAL ASPECTS OF SOIL FABRIC</title>
      <link>https://trid.trb.org/View/127990</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 18 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127990</guid>
    </item>
    <item>
      <title>HIGHWAY CULVERTS, THEIR DESIGN AND OPERATION</title>
      <link>https://trid.trb.org/View/108114</link>
      <description><![CDATA[ENGINEERING CULVERT DESIGN EVOLVED FROM SELECTION OF ALL AVAILABLE ALTERNATES TO PASS A DESIGN DISCHARGE IN AN ACCEPTABLE MANNER IS PRESENTED. THE BASIC CULVERT MATERIALS ARE CONCRETE AND ZINC COATED STEEL, WITH ALUMINUM AND WOODEN CULVERTS OCCASIONALLY APPEARING. IN ANALYZING POTENTIAL CULVERT LOCATION, IT IS NECESSARY TO DETERMINE HOW MUCH WATER SHALL BE DESIGNED FOR, AND WHAT STRUCTURE WILL BE REQUIRED. THE BASIS FOR THE ESTIMATION OF A DESIGN DISCHARGE SHOULD FIRST BE THE DETERMINATION OF A DESIGN RECURRENCE INTERVAL. THE RECOMMENDED METHOD OF ESTIMATING THE DESIGN FLOOD IS TO EVALUATE THE AVAILABLE DISCHARGE RECORDS THAT ARE COLLECTED AND DISTRIBUTED BY THE U.S. GEOLOGICAL SURVEY. RESULTS OF FULL-SIZE CULVERT CAPACITY TESTS ARE PRESENTED IN A NOMOGRAPH BY THE BUREAU OF PUBLIC ROADS AND THE NATIONAL BUREAU OF STANDARDS. THE SHAPE AND GEOMETRY OF INLET AND OUTLET CONTROLS ARE DISCUSSED. THE IMPORTANT DIFFERENCES BETWEEN INLET AND OUTLET CONTROL IS THAT FOR INLET CONTROL THE CAPACITY IS A FUNCTION OF SIZE, SHAPE, INLET GEOMETRY, AND HEADWATER DEPTH. THE OUTLET CONTROL CAPACITY IS A FUNCTION OF SIZE, SHAPE, INLET GEOMETRY, HEADWATER DEPTH PLUS BARREL ROUGHNESS, BARREL LENGTH, AND THE DEPTH OF THE POOL AT THE OUTLET /TAILWATER/.]]></description>
      <pubDate>Mon, 05 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108114</guid>
    </item>
    <item>
      <title>DISPERSION-FACTORS IN THE THICKNESS OF CARRIAGEWAY LAYERS</title>
      <link>https://trid.trb.org/View/123821</link>
      <description><![CDATA[TO CONTROL THE THICKNESS OF CARRIAGEWAY LAYERS, A LIMITED NUMBER OF DESTRUCTIVE TESTS ARE CARRIED OUT, THE RESULTS OF WHICH ARE AFFECTED BY AN ACCIDENTAL ERROR DUE TO VARIOUS CAUSES OF DISPERSION. THESE CAUSES ARE IRREGULARITIES OF THE SURFACES DELIMITING THE LAYER STUDIED OR GEOMETRICAL FACTORS AFFECTING THE PARALLELISM OF THESE SURFACES. ANALYSIS OF THESE FACTORS SHOWS THE PRESENCE OF FOUR VARIABLES IN THE VARIANCE OF THICKNESS OF A LAYER. THE FIRST TWO VARIABLES ARE LOCAL UNDULATIONS IN THE SURFACES, THE THIRD IS LINKED WITH THE COVARIANCE OF THE UNDULATIONS, THE FOURTH TRANSLATES THE EFFECT OF THE NON-PARALLELISM OF THE SURFACES. THE NORMALITY OF THICKNESS DISTRIBUTION AND THE ACCURACY OF THE ANALYTICAL EXPRESSION OF VARIANCE WERE CONFIRMED BY MEANS OF THE STATISTICAL ANALYSIS OF 240 TOPOGRAPHICAL MEASUREMENTS CARRIED OUT BY THE C.R.R. IN 1963 ON ONE OF THE FIVE EXPERIMENTAL SECTIONS OF THE 223 R.N. THE RESULTS FROM THESE MEASUREMENTS CONCERNING THICKNESS OF SUB-BASE, OF BINDER AND OF ASPHALTIC CONCRETE ARE GIVEN FOR INFORMATION PURPOSES. THE AUTHOR CONCLUDES THAT THE REGULARITY OF THE THICKNESS OF A CARRIAGEWAY LAYER DEPENDS ONLY PARTLY ON THE CARE WITH WHICH THE LAYER WAS BUILT AND THAT THIS LAYER IS VERY SENSITIVE NOT ONLY TO THE EVENNESS OF SURFACE OF THE UNDERLYING LAYER BUT ALSO TO THE COVARIANCE OF UNDULATIONS IN THE TWO SURFACES AND TO THE LACK OF PARALLELISM WHICH CAN OCCUR BETWEEN THEM. /RRL/]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123821</guid>
    </item>
    <item>
      <title>A COMPARISON OF SOIL SHEAR VALUES OBTAINED WITH DEVICES OF DIFFERENT GEOMETRICAL SHAPES</title>
      <link>https://trid.trb.org/View/124742</link>
      <description><![CDATA[SEVERAL DEVICES WHICH VARIED GEOMETRICALLY WERE USED TO MAKE IN SITU MEASUREMENTS TO INDICATE THE SOIL SHEAR STRENGTH. THE COULOMB EQUATION MATHEMATICALLY REPRESENTS SHEAR STRENGTH AND ITS PARAMETERS OBTAINED FROM THE SHEARGRAPH, THE NIAE SHEAR BOX, AND A GROUSERED ANNULUS WERE COMPARED. ALSO, THE GEOMETRY OF GROUSERED ANNULI WERE VARIED, AND THE SHEARING STRESSES MEASURED WITH THE DIFFERENT ANNULI WERE COMPARED AT EQUAL NORMAL PRESSURES AND COMPARABLE DISPLACEMENTS. THE COMPARISONS WERE MADE IN FOUR SOILS' HIWASSEE SANDY LOAM, LLOYD CLAY, DAVIDSON CLAY, AND NORFOLK SANDY LOAM. IT IS SHOWN THAT THE SAME VALUES OF THE SHEAR STRENGTH WERE NOT OBTAINED FROM THE DIFFERENT DEVICES IN ONE SOIL AND SOIL CONDITION. WHEN THE VARIOUS SIZED GROUSERED ANNULI WERE COMPARED AT COMPARABLE DISPLACEMENTS AND EQUAL NORMAL PRESSURE, THE MEASURED SHEARING STRESSES WERE NOT EQUAL. ALSO, THE SOILS NONUNIFORMITY WITH DEPTH WAS SHOWN TO AFFECT THE MAGNITUDE OF THE MEASURED SHEARING STRESS.]]></description>
      <pubDate>Tue, 12 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124742</guid>
    </item>
    <item>
      <title>MEASURING OF THE 50%-HYBRID III DUMMY FOR THE DETERMINATION OF AN IMPROVED DATA SET FOR CRASH SIMULATIONS</title>
      <link>https://trid.trb.org/View/387419</link>
      <description><![CDATA[The aim of the research project was to measure a new hybrid III-dummy (50% man) with regard to its geometrical and physical properties and to derive a mathematical model.  The 3D-simulation model of the dummy consists of thirty segments and is therefore refined against a previous model with only fifteen segments.  The dummy data set  of the 50% hybrid III obtained in this way was validated by comparison of test results and corresponding simulation calculations.]]></description>
      <pubDate>Wed, 08 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/387419</guid>
    </item>
    <item>
      <title>A REVIEW OF SOIL-POLE BEHAVIOR</title>
      <link>https://trid.trb.org/View/126651</link>
      <description><![CDATA[THE BEHAVIOR OF A POLE EMBEDDED IN SOIL IS REVIEWED IN THE LIGHT OF MODERN SOIL MECHANICS. A COMPILATION AND INTERPRETATION OF THE AVAILABLE PUBLISHED AND UNPUBLISHED TEST RESULTS PROVIDE THE BACKGROUND INFORMATION USED IN A DISCUSSION BEHAVIOR OF A SOIL-POLE SYSTEM. A THEORETICAL ANALYSIS IS PRESENTED THAT ACCOUNTS FOR VERTICAL, LATERAL AND MOMENT LOADS ON THE POLE; THE NATURE OF THE PREVIOUS THEORETICAL WORK AVAILABLE IN THE LITERATURE IS TABULATED FOR COMPARISON. THE PROPOSED ANALYTICAL TECHNIQUES ALSO INCLUDE A SIMPLE QUANTITATIVE MEANS FOR DETERMINING IF A FLEXURAL MEMBER IS RIGID ENOUGH THAT ITS DEFLECTION CAN BE DESCRIBED SOLELY AS A ROTATION. IN APPLICATION OF THE ANALYTICAL TECHNIQUES TO POLE DESIGNS A SIMPLE MEANS OF APPROXIMATING THE STRENGTH AND SUBGRADE MODULUS OF THE SOIL IS SHOWN TO BE NECESSARY. A SIMPLE STATIC SOIL PENETROMETER TEST IS SUGGESTED AS A PRACTICAL DEVICE FOR FIELD USE. OTHER VARIABLES THAT MUST BE CONSIDERED IN DEVELOPING POLE DESIGN STANDARDS ARE THE METHOD OF CONSTRUCTION, THE LOADING CONDITIONS AND THE GEOMETRICAL CONFIGURATION OF THE POLES. /AUTHOR/]]></description>
      <pubDate>Thu, 19 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126651</guid>
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