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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>
    <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>Neue Erkenntnisse zur bremslenkmomentoptimierten Motorrad-Kurvenbremsung</title>
      <link>https://trid.trb.org/View/1314979</link>
      <description><![CDATA[Das Bremsen eines Einspurfahrzeugs in Kurven gehoert zu den herausforderndsten Fahrmanoevern fuer den „Menschen als Regler“. Speziell in unvorhergesehenen Notfallsituationen („Panikbremsung“) sind viele Motorradfahrer damit ueberfordert, Bremsdosierung und die Kompensation des Bremslenkmoments (BLM) aufeinander abzustimmen und so simultan zu beherrschen. Die sich daraus ergebende Aufstellbewegung des Fahrzeugs kann den Fahrer zusaetzlich irritieren, sodass dieser seine geplante Fahrlinie nicht einhalten kann („BLM-Effekt“). Um den Ablauf solcher Situationen besser verstehen zu koennen, werden verschiedene Einflussfaktoren auf den Gesamtlenkmomentbedarf bei Kurvenbremsung anhand eines einfachen mathematischen Modells identifiziert und diskutiert. Neben anderen Faktoren haben Fahrerhaltung und Fahrstil einen bedeutenden Einfluss. Waehrend „Druecken“ den BLM-Effekt verschlechtert, kann dieser durch „Legen“ gemindert werden. Als ein erster praktischer Schritt in Richtung einer bremslenkmomentoptimierten Kurvenbremsung wurde eine Honda CBR600RR prototypisch mit einem Bremslenkmomentverhinderer (BLMV) ausgeruestet. Fahrversuche mit einem vorlaeufigen Setup zeigen bereits eine signifikante Reduktion des Bremslenkmomentsprungs und der Aufstellneigung. Diesem Vorteil stehen momentan jedoch noch ein relativ hoher Lenkmomentbedarf in ungebremster Kurvenfahrt sowie ein ungewohntes Fahrgefuehl in Standardfahrmanoevern, wie zum Beispiel Slalom, entgegen. (A) ABSTRACT IN ENGLISH: Braking in curves is a demanding control task on Powered Two-Wheelers (PTW). Especially in unforeseen or hazardous corner braking situations, many riders show a limited capability to balance their brake action and compensation of the Brake Steer Torque (BST) instantaneously. The subsequent stand-up tendency of the vehicle can further irritate the rider which may be unable to keep the intended cornering line (“BST-effect”). In order to enhance understanding of such events, various influences on the overall steering torque demand during corner braking are identified and discussed on the basis of a simple mathematical model. Among other factors, rider posture and driving style have a major influence. While “lean out” worsens the BST-effect, “lean in” lessens it. As a first practical step towards BST optimized corner braking, a Honda CBR600RR motorcycle was prototypically equipped with a BST Avoidance Mechanism (BSTAM). Driving experiments with a preliminary setup already proved a significant reduction of BST kick-in and stand-up tendency, however, currently still at the cost of a relatively high steering torque demand during free cornering and an unfamiliar feel in standard driving maneuvers, such as slalom. (A)]]></description>
      <pubDate>Thu, 07 Aug 2014 09:12:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1314979</guid>
    </item>
    <item>
      <title>A Study of the Body Configuration and Superior Occupant Protection During Rollover</title>
      <link>https://trid.trb.org/View/1099653</link>
      <description><![CDATA[This study describes reconstructions of rollovers involving the initial velocity before accidents and the body structures of automotive vehicles. Some curved configurations have the incontestable superiority for occupant protection in rollover accidents over plain square body structures. The oval configuration and the curved structure are recommended. Furthermore, in a rotational movement system, acceleration force, inertia force and rotational moment of the vehicle to dummy should be considered as input forces. The full text of this paper may be found at:  http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0284.pdf For the covering abstract see ITRD E145407.]]></description>
      <pubDate>Fri, 15 Apr 2011 14:12:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1099653</guid>
    </item>
    <item>
      <title>STUDY OF PILES SUBJECTED TO HORIZONTAL STRESSES. COEFFICIENT OF SUBGRADE REACTION OF A GIVEN SOIL</title>
      <link>https://trid.trb.org/View/1081982</link>
      <description><![CDATA[BASED ON RESULTS OF LATERAL LOADING TESTS ON LARGE CAISSON PILES IN CLAY AND SILT, A LAW OF VARIATION IN THE COEFFICIENT OF SUBGRADE REACTION FOR BOTH TYPES OF SOIL IS PROPOSED. A FINITE DIFFERENCE METHOD IS USED FOR THE CALCULATIONS, WHICH IS BASED ON THE WORK OF MATLOCK AND REESE, AND TAKES INTO ACCOUNT LATERAL FRICTION, SHEAR STRESS AND MOMENT AT THE FOOT OF THE PILE, ALL OF WHICH PLAY AN IMPORTANT ROLE IN THE BEHAVIOUR OF SHORT OR RIGID PILES. IT IS SHOWN THAT A LAW ACCORDING TO WHICH THE COEFFICIENT OF SUBGRADE REACTION VARIES EXPONENTIALLY WITH THE DEPTH GIVES THE BEST AGREEMENT  BETWEEN CALCULATED AND MEASURED CURVES OF DEFORMATION, MOMENT, SHEAR STRENGTH IN THE PILE, AND ACTIVE EARTH PRESSURE ON THE PILE. IT IS ALSO SHOWN  THAT THE COEFFICIENT OF SUBGRADE REACTION VARIES WITH THE WIDTH OF THE PILE AND ITS HEAD DISPLACEMENT, OR MORE EXACTLY THAT THOSE THREE VALUES ARE  INTERRELATED AND THAT THEIR PRODUCT IS CONSTANT FOR A GIVEN SOIL. IT IS POINTLESS TO TRY TO DETERMINE THE COEFFICIENT OF SUBGRADE REACTION BY ANY TYPE OF TESTS AND TO USE THIS COEFFICIENT TO CALCULATE ANY TYPE OF PILE. THE COEFFICIENT OF SUBGRADE REACTION AND HEAD DISPLACEMENT ARE LINKED, AND THE STUDY OF THE FORCES IN A PILE SUBJECTED TO HORIZONTAL STRESSES MUST BE  CONDUCTED BY SUCCESSIVE ITERATIVE PROCESSES.]]></description>
      <pubDate>Sun, 21 Nov 2010 18:57:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1081982</guid>
    </item>
    <item>
      <title>IN-SITU EXPERIMENTS ON A DIAPHRAGM WALL WITH HEAD ANCHORAGE</title>
      <link>https://trid.trb.org/View/1081665</link>
      <description><![CDATA[AS PART OF THE CONSTRUCTION WORK FOR THE CANAL FROM THE RHINE TO THE RHONE THROUGH THE TOWN OF MULHOUSE, AN EXPERIMENTAL SLURRY TRENCH WALL 16M DEEP AND 0,80M THICK ANCHORAGE AT THE HEAD BY MEANS OF RODS WAS BUILT. A LENGTH OF 10M WAS INSTRUMENTED IN ORDER TO MEASURE; THE EARTH PRESSURE ON THE WALL, THE STRESSES IN THE WALL, THE EFFORTS IN THE RODS AND THE DISPLACEMENTS AT THE HEAD OF THE WALL. THIS REPORT DESCRIBES THE BEHAVIOUR OF THE WALL AND THE THE TERRAIN DURING THE VARIOUS STAGES OF CONSTRUCTION (APPLICATION OF TENSION TO THE RODS, DREDGING DOWN TO 9,30M, LOWERING OF THE LEVEL OF THE WATER IN THE CANAL), AND COMPARES RESULTS OBTAINED WITH A NUMBER OF  CALCULATION METHODS REGARDING THE DISTRIBUTION OF THE BENDING MOMENT AND  ITS MAXIMUM VALUE. SEE ALSO IRRD ABSTRACT NO.100334.]]></description>
      <pubDate>Sun, 21 Nov 2010 18:45:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1081665</guid>
    </item>
    <item>
      <title>GENERAL DESIGN METHOD FOR A SHEET PILE WALL OR PILE SUBJECTED TO HORIZONTAL STRESSES AS A FUNCTION OF PRESSIOMETRIC RESULTS</title>
      <link>https://trid.trb.org/View/1081033</link>
      <description><![CDATA[IN A PREVIOUS STUDY REPORTED IN NUMBERS 9 AND 12 OF THIS JOURNAL, A DESIGN METHOD FOR SHEET PILE WALLS UNDER HORIZONTAL STRESSES WAS PRESENTED WHICH TOOK INTO ACCOUNT THE REAL BEHAVIOUR OF THE SOIL. HOWEVER THIS METHOD IGNORES ADDITIONAL STRESSES AND SECONDARY DEFORMATIONS RESULTING FROM THE DEFORMATION OF THE WALL ITSELF. THE AUTHORS SHOW THAT IT IS POSSIBLE TO TAKE  THE LATTER PHENOMENON INTO ACCOUNT AND THAT IT IS EASY TO CALCULATE, AT THE LEVEL OF RESTRAINT, THE ROTATION, HORIZONTAL DISPLACEMENT, SHEAR STRESS AND BENDING MOMENT BY MEANS OF APPROPRIATE FORMULAE OR HOMOGRAPHS. HOWEVER, THE DETERMINATION OF THE MAXIMUM MOMENT IN THE RESTRAINED PART NECESSITATES MORE COMPLEX CALCULATIONS BY MEANS OF ITERATION WHICH CAN BE FACILITATED BY THE USE OF A COMPUTER.]]></description>
      <pubDate>Sun, 21 Nov 2010 18:24:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1081033</guid>
    </item>
    <item>
      <title>DEFORMATION BEHAVIOUR OF MILD STEEL BEAMS UNDER ALTERNATING LOADS</title>
      <link>https://trid.trb.org/View/1074871</link>
      <description><![CDATA[DETAILS ARE GIVEN OF A METHOD FOR FORECASTING THE BEHAVIOUR OF SIMPLE STRUCTURES SUBJECTED TO ALTERNATING BENDING STRESSES WITHIN THE STRICT LIMITS  OF CONSTANT SYMMETRICAL LOADS. TWO EXPERIMENTAL STUDIES WERE CONDUCTED. A FIRST SERIES OF TESTS, WHERE MILD STEEL SAMPLES WERE SUBJECTED TO SIMPLE  ALTERNATING BENDING, WITH CONTROLLED BENDING MOMENT, WAS CARRIED OUT; THE VARIATION, FOR ANY KIND OF CYCLE, WAS NOT SYMMETRICAL TO THE CENTRAL AXIS OF THE GIRDER. A SECOND SERIES OF TESTS WAS CONDUCTED ON MILD STEEL CANTILEVERED GIRDERS SUBJECTED TO ALTERNATING LOADS: THE FLEXURAL INTERVAL VARIED WITH EACH CYCLE, BUT, FOR A GIVEN CYCLE, THE AMPLITUDE OF THE DEFLECTION WAS UNEVEN. BASED ON THE RESULTS OF THE FIRST SERIES OF TESTS, A MOMENT-BENDING RELATION WAS ESTABLISHED. ELECTRONIC CALCULATION WAS THEN USED, AND A PROGRAM WAS ESTABLISHED TO FORECAST THE BEHAVIOUR OF SIMPLE STRUCTURES SUBJECTED TO ALTERNATING BENDING UNDER CONTROLLED LOADING CONDITIONS. THE METHOD WAS USED TO PREDICT THE BEHAVIOUR OF A CANTILEVERED GIRDER UNDER SIMILAR LOADING CONDITIONS, AND A COMPARISON WAS MADE WITH THE SECOND SERIES OF TESTS. THE CORRELATION BETWEEN THE MOMENT-BENDING RELATION AND THE NUMBER OF CYCLES WAS SATISFACTORY BETWEEN 500 AND 10000 CYCLES.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:47:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1074871</guid>
    </item>
    <item>
      <title>DETERMINATION OF MOMENTS IN MUSHROOM STRUCTURES WITHOUT COLUMN HEAD REINFORCEMENT,HAVING VARIABLE SUPPORT HEAD THICKNESS,TAKING ACCOUNT OF THE RIGIDITY OF THE SUPPORTS</title>
      <link>https://trid.trb.org/View/1073651</link>
      <description><![CDATA[DETERMINATION OF MOMENTS IN FLAT SURFACES,WITH PARTICULAR ATTENTION TO THE STIFFNESS OF THE SUPPORTS,WAS THE OBJECT OF A RESEARCH PROJECT SPONSORED  BY THE DEUTSCHER AUSSCHUSS FUER STAHLBETON(GERMAN  COMMITTEE FOR REINFORCED CONCRETE)IN 1965.AS THE EVALUATION OF THE MODEL TESTS CARRIED OUT HAS TAKEN LONGER THAN ANTICIPATED,A CONTINUATION PROJECT IS NOW BEING STARTED.THE OBJECT IS TO DETERMINE THE RESTRAINT MOMENTS OF EDGE AND CORNER SUPPORTS IN FLAT SURFACES;AND FROM THESE THE PROGRESS OF MOMENTS IN THE SURFACE ITSELF. THE MATERIAL WILL BE EVALUATED AND SUBJECTED TO ADDITIONAL THEORETICAL CONSIDERATIONS.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:13:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1073651</guid>
    </item>
    <item>
      <title>THE LLOBREGAT VIADUCT ON THE BARCELONA-TARRAGONA MOTORWAY</title>
      <link>https://trid.trb.org/View/1072829</link>
      <description><![CDATA[THE VIADUCT OVER THE LLOBREGAT IS SITUATED IN THE VICINITY OF BARCELONA AND CONSISTS OF TWO CARRIAGEWAYS 16M WIDE AND 440M LONG. IT HAS ELEVEN 40M SPANS, EACH OF WHICH CONSISTS OF 5 DOUBLE-T BEAMS AT 3,35M FROM EACH OTHER. THE PIERS, ON WHICH THEY ARE RESTING, ARE ALSO IN THE SHAPE OF A DOUBLE-T WITH A VERTICAL OCTAGONAL SHAFT 2,5M WIDE. THE LOWER FOOTING RESTS ON 9 PILES, 1M IN DIAMETER; THE BEAMS AND THE HEADS OF THE PILES ARE PRESTRESSED WITH 150-TONNE CABLES. THE BEAMS (80 TONNES) ARE PRECAST AND WERE INSTALLED BY MEANS OF A SLIDING FORM. A PASSIVE REINFORCEMENT SYSTEM LINKS THE BEAMS TOGETHER. THE REINFORCEMENT IS PLACED ON THE UPPER PART OF THE DECK AND THE LOWER PART OF THE BEAMS. THE REDISTRIBUTION OF THE BENDING MOMENTS BY CREEP AND SHRINKAGE WAS THE SUBJECT OF A DETAILED STUDY.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:38:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1072829</guid>
    </item>
    <item>
      <title>ANALYSIS OF A SYMMETRICAL ARCH RESTRAINED AT BOTH ENDS</title>
      <link>https://trid.trb.org/View/1072823</link>
      <description><![CDATA[AN ANALYSIS IS PRESENTED OF THE INFLUENCE OF THE AXIAL AND SHEAR STRESS IN THE CALCULATION OF BENDING MOMENTS IN SYMMETRICAL ARCHES WHICH ARE RESTRAINED AT BOTH ENDS. TWO NUMERICAL EXAMPLES ARE GIVEN.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:38:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1072823</guid>
    </item>
    <item>
      <title>TESTS ON LIGHTWEIGHT CONCRETE CONTAINING EXPANDED CLAY AGGREGATES</title>
      <link>https://trid.trb.org/View/1071929</link>
      <description><![CDATA[RESULTS OF ADHESION TESTS, CREEP AND FLEXURAL TESTS ON REINFORCED CONCRETE BEAMS ARE PRESENTED. THE ANALYSIS OF THESE RESULTS LEADS TO THE FOLLOWING CONCLUSIONS: (1) THE ADHESION OF TOR STEEL BARS TO LIGHTWEIGHT CONCRETE IS COMPARABLE TO THAT OCCURRING WITH ORDINARY CONCRETE; (2) THE VALUE OF TOTAL CREEP DEFORMATIONS OBSERVED ON PRISMS SUBJECTED TO LOADS IS PRACTICALLY EQUAL FOR BOTH TYPES OF CONCRETE BUT INSTANTANEOUS DEFORMATIONS ARE HIGHER FOR LIGHTWEIGHT CONCRETE; (3) FOR A REINFORCED LIGHTWEIGHT CONCRETE BEAM. THE BEGINNING OF CRACKING OCCURS UNDER A SMALLER BENDING MOMENT THAN FOR AN IDENTICAL ORDINARY REINFORCED CONCRETE BEAM AND, GIVEN THE SAME BENDING MOMENT, THE NUMBER AND THE AVERAGE WIDTH OF THE CRACKS ARE LARGER, HOWEVER THE LAST TWO PHENOMENA BECOME PRACTICALLY EQUAL DURING FAILURE PHASE;  (4) THE DEFORMABILITY OF THE BEAMS IS MARKEDLY GREATER DURING THE NON-FISSURATION PHASE FOR LIGHTWEIGHT CONCRETE BEAMS; THE DIFFERENCE IN DEFORMABILITY BETWEEN THE TWO TYPES OF CONCRETE DIMINISHES DURING THE FISSURATION PHASE AND, THEREFORE, UNDER SERVICE LOADS, THE DEFLECTION OF LIGHTWEIGHT CONCRETE BEAMS IS NOT MUCH GREATER THAN THAT OF ORDINARY CONCRETE BEAMS.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:12:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071929</guid>
    </item>
    <item>
      <title>STRENGTH OF BEAM WEBS WITHOUT STIFFENERS</title>
      <link>https://trid.trb.org/View/1071830</link>
      <description><![CDATA[BASED ON NUMEROUS PUBLISHED TEST RESULTS, SIMPLE FORMULAE ARE DERIVED TO CALCULATE THE ULTIMATE STRENGTH OF THE WEBS OF BEAMS WITHOUT STIFFENERS (1) UNDER BUCKLING CONDITIONS CAUSED BY SHEAR STRESS AND (2) UNDER LOCAL BUCKLING CONDITIONS CAUSED BY A CONCENTRATED LOAD. FOR WEBS OF AVERAGE SLENDERNESS, IT WAS OBSERVED THAT THE STRENGTH WAS NOT INFLUENCED BY THE BENDING  MOMENT. FOR VERY SLENDER WEBS THE NUMBER OF TEST RESULTS IS INSUFFICIENT  TO REJECT THE INFLUENCE OF THE BENDING MOMENT. INTERACTION FORMULAE WERE  PROPOSED WHICH LIMIT THE FIELD OF KNOWN RESULTS. NOMOGRAPHS ARE PRESENTED FOR THE DESIGN OF BEAMS.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:09:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071830</guid>
    </item>
    <item>
      <title>APPLICATION OF THE FINITE ELEMENT METHOD TO THE ANALYSIS OF BENT PLATES</title>
      <link>https://trid.trb.org/View/1071829</link>
      <description><![CDATA[THE ANALYSIS OF PLATES SUBJECTED TO FLEXURAL STRESSES IS CONDUCTED BY MEANS OF THE FINITE ELEMENT METHOD. IT IS ASSUMED THAT DISPLACEMENTS, ROTATIONS, THE BENDING MOMENT AND TORSIONAL MOMENT ARE CONTINUOUS. NUMERICAL EXAMPLES SHOWING THE ACCURACY OF THE METHOD ARE GIVEN.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:09:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071829</guid>
    </item>
    <item>
      <title>CALCULATION OF LIMIT STABILITY</title>
      <link>https://trid.trb.org/View/1071820</link>
      <description><![CDATA[AN ATTEMPT IS MADE TO FIND A SOLUTION TO THE PROBLEM OF THE STABILITY OF BEAMS WITH A SYMMETRICAL OR MONO-SYMMETRICAL CROSS-SECTION. BASED ON THE GENERAL THEORY OF THE ELASTIC STABILITY OF BARS WITH AN OPEN CROSS SECTION AND THIN WALLS, A GENERAL FORMULA IS DERIVED FOR CALCULATING ELASTIC INSTABILITY UNDER VARIOUS LOADING CONDITIONS. THE AUTHOR PRESENTS A GENERALIZED  FORMULA FOR THE COMPUTATION OF THE ULTIMATE MOMENT WHICH TAKES IN TO ACCOUNT THE ELASTO-PLASTIC BEHAVIOUR OF BEAMS AND ENSURES HOMOGENEITY. THE FORMULA USES SAFETY AND LOADING TECHNIQUE PARAMETERS. THIS METHOD IS IN GOOD  AGREEMENT WITH THE REAL BEHAVIOUR OF BENT MEMBERS.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:09:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071820</guid>
    </item>
    <item>
      <title>CALCULATION OF THE ULTIMATE LOAD OF GRIDS TAKING INTO ACCOUNT THE TORSIONAL RIGIDITY OF BEAMS</title>
      <link>https://trid.trb.org/View/1071819</link>
      <description><![CDATA[THE PROBLEM OF CROSS BEAM NETWORKS CAN BE ANALYZED WITH A DEGREE OF ACCURACY WHICH DEPENDS WHETHER OR NOT THE TORSIONAL RIGIDITY OF BEAMS IS TAKEN INTO CONSIDERATION. IN THIS ARTICLE, THE AUTHOR TAKES INTO ACCOUNT THE TORSIONAL EFFECT, A FACT WHICH MAKES THE PROBLEM MORE COMPLEX. THE FIRST STEP  IS TO SOLVE THE PROBLEM OF THE INTERACTION OF THE FLEXURAL MOMENT AND OF  THE TORSIONAL MOMENT. IN ORDER TO SIMPLIFLY CALCULATIONS AND TO BE ABLE TO UTILIZE LINEAR PROGRAMMING, A LINEAR APPROACH IS USED TO CALCULATE THE FLOW.]]></description>
      <pubDate>Sun, 21 Nov 2010 13:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1071819</guid>
    </item>
    <item>
      <title>CONTRIBUTION TO THE STUDY OF THE NONSTEADY STATE BEHAVIOUR OF VEHICLE TYRES</title>
      <link>https://trid.trb.org/View/1069658</link>
      <description><![CDATA[THE TYRES ARE REPLACED BY A STRESSED CABLE ROPE WITH MASS AND TRANSVERSE DAMPING, AND WITH THE AID OF THIS MODEL THE EQUATIONS OF MOTION ARE DERIVED. THE RESULTS OF THE CALCULATIONS, WHICH ARE IN GOOD AGREEMENT WITH MEASUREMENTS, CONCERN THE RELATION BETWEEN THE TRANSVERSE FORCE AND MOMENT ON THE ONE HAND AND THE DAMPING, VELOCITY, RADIAL STIFFNESS AND RADIAL LOAD ON  THE OTHER HAND.]]></description>
      <pubDate>Sun, 21 Nov 2010 12:08:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1069658</guid>
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