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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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    <language>en-us</language>
    <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>AN EXTREME-VALUE STATISTICAL ANALYSIS OF MAXIMUM PIT DEPTHS AND TIME TO FIRST PERFORATION</title>
      <link>https://trid.trb.org/View/106612</link>
      <description><![CDATA[THIS PAPER DEMONSTRATES THAT IF THE DISTRIBUTION OF PITS ON A GROUP OF CORRODING SAMPLES IS SUCH THAT THE SAMPLE MAXIMUM PIT DEPTHS ARE DISTRIBUTED ACCORDING TO TWO GIVEN EQUATIONS, THEN THE TIMES-TO-FIRST PERFORATION FOR A GROUP OF SAMPLES ARE DISTRIBUTED ACCORDING TO A THIRD EQUATION. THE SIGNIFICANCE OF THE CHARACTERISTIC DEEPEST PIT DEPTH, THE CHARACTERISTIC AGE, AND THE SHAPE FACTORS, ARE DISCUSSED.]]></description>
      <pubDate>Tue, 10 Aug 2004 16:37:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/106612</guid>
    </item>
    <item>
      <title>EFFECTS OF SHAPE, SIZE, AND CASTING DIRECTION OF SPECIMENS ON STRESS-STRAIN CURVES OF HIGH-STRENGTH CONCRETE</title>
      <link>https://trid.trb.org/View/576346</link>
      <description><![CDATA[An experimental investigation conducted to study the effects of the shape, size, and casting direction of specimens on the complete stress-strain relationship of high-strength concrete in compression is reported in this paper.  Both cylindrical and prismatic specimens were used for that purpose, and the concrete grade was varied from 50 MPa to 120 MPa.  Test results reveal that the effect of specimen size vanishes below a certain size and that the effects of the shape and casting direction of specimens are significant, particularly for the descending branch of the stress-strain curve.  Based on test data, a simple model is proposed to generate the complete stress-strain relationship of high-strength concrete in compression that is applicable to horizontally cast prisms.  The proposed model has been found to give a good representation of the actual stress-strain response and a comparison with a similar model proposed earlier for cylindrical specimens shows that the horizontally cast prisms are more ductile than corresponding cylinders.]]></description>
      <pubDate>Wed, 20 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576346</guid>
    </item>
    <item>
      <title>FINITE ELEMENT BASED FATIGUE EVALUATION OF COPE HOLES IN BRIDGE GIRDERS</title>
      <link>https://trid.trb.org/View/460875</link>
      <description><![CDATA[Welded steel bridge girders frequently utilize cope holes at web-flange transitions to permit full welding of thick flanges and to eliminate any triple point welds.  These cope holes (also referred to as "rat" holes) are intended to be smooth and regular in shape.  In practice, actual cope holes typically are flame cut resulting in irregular surface conditions and shapes. This irregularity in shape and surface has been the origin of a number of fatigue cracks observed in welded steel bridge girders already in service.  Furthermore, the design engineer has no guidance as to which AASHTO fatigue category their details belong to because of the irregular shapes.  The Kansas Department of Transportation requested a study to examine the fatigue behavior of cope holes specifically to answer the question as to which AASHTO fatigue category governs cope holes. The goal of this project is to supplement the AASHTO Bridge Design Specification by providing experimental and analytical information for designers as to how to categorize cope holes in welded steel girders.  The stress field in an idealized smooth cope hole, as well as a representative actual flame cut cope hole, was determined in an actual beam.  The resulting stress field, as determined with experimental stress analysis techniques, revealed a serious stress concentration located near the top of the cope hole in the web.  This stress field was confirmed in a comprehensive finite element study of a section of the beam assembly using both 2-D and 3-D analysis.  The results clearly show that the stress level at the critical locations on these cope holes can be as much as four times the nominal maximum bending stress in the member.  Analytical studies using 3-D finite element models were conducted to ascertain how different repair options performed.  The recommended repair is to remove existing flame cut material and fatigue cracks by drilling two holes and grinding to make the cope hole oval shaped.  This repair improved the AASHTO category from "D" or "E" as a flame cut hole to "B" or "C" as a smooth oval hole which is a significant improvement at a reasonable cost.]]></description>
      <pubDate>Tue, 10 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460875</guid>
    </item>
    <item>
      <title>BUCKLING OF ENCASED ELLIPTIC THIN RING</title>
      <link>https://trid.trb.org/View/452809</link>
      <description><![CDATA[Researchers initiated a study to improve the equations for designing snug-fitting plastic liners, which are used frequently to rehabilitate deteriorated underground pipes.  A new equation is proposed for determination of the ovality reduction factor for the buckling resistance of a rigidly encased thin ring under a uniform external load.  This factor is used to relate the buckling pressure of a thin oval to that of a ring in its circular shape.  A model for a thin ring subjected to shrink buckling is adapted for the analysis of a constrained ring under external pressure.  The geometry of deformation of the ring's buckled portion is used in the development of an equation to reduce the buckling capacity due to ovality.  The new equation is less conservative than the equation in current practice and can be applied when the existing pipe is defective in shape.]]></description>
      <pubDate>Sat, 06 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452809</guid>
    </item>
    <item>
      <title>DYNAMIC ANALYSIS OF PRESTRESSED CONCRETE BEAMS WITH OPENINGS</title>
      <link>https://trid.trb.org/View/425958</link>
      <description><![CDATA[A growing trend in the construction of parking garages and high-rise buildings is to allow utility ducts to pass through openings in the floor beams.  This accommodation minimizes dead space; however, an opening in the web of these beams reduces beam stiffness and leads to a complicated structural response.  This paper presents the dynamic analysis and design of simply supported and continuous prestressed concrete beams with rectangular openings.  Several design parameters vary, such as opening width and depth, horizontal and vertical locations of the opening, type of cross section, and presence of more than one opening.  Analytical results were compared to test results from the literature; good agreement was shown.  An extensive parametric study was conducted on prestressed beams with openings to determine the natural frequencies and the associated mode shapes.  Simple techniques are proposed to predict the dynamic response, including the beam maximum deflection, deflection of the opening chords, and horizontal and vertical stresses at midspan and at the vicinity of the opening.]]></description>
      <pubDate>Sat, 24 Jun 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425958</guid>
    </item>
    <item>
      <title>HYBRID APPROACH TO UNIFORM FLOW PAST TWO CYLINDERS</title>
      <link>https://trid.trb.org/View/415713</link>
      <description><![CDATA[This paper proposes an approximate approach that transforms an analytical solution for uniform flow past two circular cylinders into a solution for uniform flow past two cylinders of arbitrary shape.  The approach is a combination of the numerical pseudoconformal transformation and the analytical solution, which is obtained in bipolar cylindrical coordinates.  The approach is simpler than conventional numerical methods, but considers the Kutta condition.  The numerical transformation is examined by the Joukowski transformation.  The streamlines of uniform flow past a symmetric Joukowski airfoil with an ellipse in front of it is in good agreement with the Hele-Shaw cell experiment.  The lift force on the airfoil is analyzed and compared with the lift force of a single airfoil.]]></description>
      <pubDate>Fri, 10 Mar 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/415713</guid>
    </item>
    <item>
      <title>DYNAMIC TESTING PROCEDURES FOR HIGHWAY BRIDGES USING TRAFFIC LOADS</title>
      <link>https://trid.trb.org/View/414997</link>
      <description><![CDATA[Dynamic bridge testing techniques used on a series of highway bridges in Quebec, Canada, are presented in this paper. Investigators developed the procedures in order to obtain a reliable evaluation of the dynamic amplification factor for existing bridges and as part of an ongoing rehabilitation program of Quebec's road network.  Vertical acceleration responses are obtained under normal or controlled traffic using different test vehicles and loading patterns.  The vibration frequencies and mode shapes are computed from a frequency analysis of the measured data and are used to calibrate finite-element models for each structure.  Data processing techniques and experimental methods are described.  Discussion focuses on the need to establish standard testing procedures; some recommendations are offered.  Examples from dynamic tests carried out on three different highway bridges are provided and then compared with finite-element eigenvalue analyses.]]></description>
      <pubDate>Thu, 23 Feb 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414997</guid>
    </item>
    <item>
      <title>MODEL STUDY ON ARCHING ABOVE BURIED STRUCTURES</title>
      <link>https://trid.trb.org/View/127269</link>
      <description><![CDATA[THE AUTHORS ESTABLISH AN ANALYTICAL STRUCTURAL MODEL OF ARCHING ABOVE AN UNDERGROUND STRUCTURE. THE MODEL WAS BASED ON VARIOUS EXPERIMENTAL PARAMETERS, PERMITTED ANALYSIS OF THE BEHAVIOR OF THE SOIL-STRUCTURE SYSTEM AND PROVIDED DESIGN CRITERIA FOR BURIED STRUCTURES. OWING TO RELATIONS BETWEEN STRUCTURE AND SOIL RIGIDITIES, STRESS TRAJECTORIES ARISE IN SOIL IN A SHAPE OF AN ARCH THAT TRANSMITS FORCES FROM ABOVE THE STRUCTURE TO THE ARCH ABUTMENTS. IT IS ASSUMED THAT THE BEHAVIOR OF THIS STRUCTURAL ARCH IS GOVERNED BY THE SOIL CHARACTERISTIC AND BY THE SUPPORT CONDITIONS ALONG THE ARCH AND ITS ABUTMENTS. AN EXPERIMENTAL STUDY CARRIED OUT IN A GLASS WALLED CONTAINER, FILLED WITH SAND, CAN BE SUMMARIZED AS FOLLOWS: (1) ARCHING INCREASES WITH STRUCTURE DEPTH BUT TENDS TOWARD A DEFINITE VALUE, (2) ARCHING INCREASES WITH EXTERNAL LOAD AND THE RATE OF THIS INCREASE VARIES WITH DEPTH, (3) ARCHING INCREASES WITH THE HEIGHT OF PROTRUDING ROOFS; VANISHING WITH INCREASING DEPTH, AND (4) A DIRECT RELATION CAN BE FOUND BETWEEN THE ARCHING AND THE SAND RIGIDITY AT THE ARCH ABUTMENTS. /ASCE/]]></description>
      <pubDate>Fri, 30 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127269</guid>
    </item>
    <item>
      <title>A STUDY OF POLYSULFIDE SEALANTS FOR JOINTS IN BRIDGES</title>
      <link>https://trid.trb.org/View/110059</link>
      <description><![CDATA[THE POLYSULFIDE SEALANTS USED IN EXPANSION JOINTS IN BRIDGES ARE COMMONLY ASSUMED TO BE PERFECTLY ELASTIC MATERIALS. THIS PAPER SHOWS THAT THESE SEALANTS ARE ACTUALLY VISCOELASTIC AND EXHIBIT THE INTERRELATED PHENOMENA OF CREEP AND STRESS RELAXATION. CURVES ARE INCLUDED FOR MODULUS OF ELASTICITY, CREEP, AND STRESS RELAXATION, WITH SHAPE FACTOR, SHORE HARDNESS AND TEMPERATURE AS PARAMETERS. SAMPLE SOLUTIONS ARE SHOWN FOR THE STRESSES IN THE SEALANTS UNDER VARIOUS LOADING CONDITIONS, INCLUDING TENSION PLUS SHEAR AND COMPRESSION PLUS SHEAR. A STRESS RELAXATION EQUATION IS DERIVED USING A CURVE-FITTING TECHNIQUE AND THE STRESS RELAXATION RELATIONSHIP IS VERIFIED BY STANDARD LABORATORY METHODS AND BY THE METHOD OF PHOTOELASTICITY. /AUTHOR/]]></description>
      <pubDate>Thu, 22 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110059</guid>
    </item>
    <item>
      <title>RRL EXPERIMENTS</title>
      <link>https://trid.trb.org/View/107446</link>
      <description><![CDATA[THE SHAPE AND SURFACE FINISH OF THE BLADE ARE TWO OF THE MAIN FACTORS CONSIDERED IN RESEARCH TO IMPROVE THE PERFORMANCE OF FIXED-BLADE PLOUGHS. A PAPER PREPARED AT THE ROAD RESEARCH LABORATORY, HARMONDSWORTH, PRESENTS A THEORETICAL TREATMENT OF THE SUBJECT. FIELD TRIALS CONFIRMED TEST CONCLUSIONS THAT A CHANGE IN SHAPE COULD PRODUCE A 25 TO 30 PER CENT REDUCTION IN THE DRAUGHT OF CONVENTIONAL BLADES, AND A FURTHER REDUCTION OF SIMILAR EXTENT WAS POSSIBLE BY COATING THE BLADE WITH A LOW FRICTION MATERIAL SUCH AS PTFE. MAXIMUM CAST BOW-ANGLES ARE OF THE ORDER OF 110 DEG. SLIGHTLY HIGHER VALUES THAN THIS ARE REQUIRED FOR MAXIMUM CAST WITH MINIMUM POWER, AND SLIGHTLY LOWER VALUES WOULD GIVE MAXIMUM CAST FOR MINIMUM SPEED. /RRL/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107446</guid>
    </item>
    <item>
      <title>PAVEMENT SURFACE CHARACTERISTICS AND THEIR CORRELATION WITH SKID RESISTANCE</title>
      <link>https://trid.trb.org/View/99660</link>
      <description><![CDATA[THIS REPORT, A GRADUATE THESIS, PRESENTS THE RESULTS OF A STUDY DESIGNED TO /1/ EVALUATE EXISTING AND DEVELOP NEW METHODS OF MEASURING THE MICROGEOMETRIC CHARACTERISTICS OF PAVEMENT SURFACES AND /2/ DETERMINE IF SUCH MEASURED CHARACTERISTICS OR COMBINATIONS THEREOF CORRELATE WITH THE SKID PROPERTIES OF THE PAVEMENT SURFACES. THE REPORT CONTAINS /1/ DISCUSSION OF THE MECHANISM OF FRICTION BETWEEN A SLIDING TIRE AND THE ROAD SURFACE, /2/ DESCRIPTION OF VARIOUS GEOMETRIC CHARACTERISTICS OF THE ROAD SURFACE, /3/ DESCRIPTION OF INSTRUMENTATION USED TO OBTAIN DETAILED MICROPROFILES OF THE ROAD SURFACE, /4/ DISCUSSION OF METHODS AND TECHNIQUES USED TO MEASURE SEVEN OF THE SURFACE CHARACTERISTICS JUDGED FROM EXPERIENCE TO BE MOST LIKELY TO CORRELATE WITH ROAD-TIRE FRICTION AND /5/ CORRELATIONS BETWEEN THE SELECTED SURFACE CHARACTERISTICS AND SKID RESISTANCE. FIVE OF THE ABOVE-MENTIONED SEVEN SURFACE CHARACTERISTICS-DRAINAGE AREA, MEAN ASPERITY HEIGHT, SHAPE FACTOR, MEAN VOID WIDTH AND MEAN HYDRAULIC RADIUS-WERE CHOSEN FOR POSSIBLE CORRELATION WITH THE GRADIENT OF THE FRICTION COEFFICIENT-SPEED RELATIONSHIP. THE OTHER TWO CHARACTERISTICS, HIGH PRESSURE PEAK DENSITY AND ACTUAL CONTACT AREA, WERE CHOSEN FOR POSSIBLE CORRELATION WITH THE MAGNITUDE OF THE LOW-SPEED COEFFICIENT OF FRICTION. FROM THE RESULTS OF THE STUDY, THE AUTHOR CONCLUDES THAT' 1. SURFACE CHARACTERISTICS THAT ARE RELATED TO THE SIZE OF THE CHANNELS THROUGH WHICH WATER CAN ESCAPE FROM THE TIRE CONTACT AREA CORRELATE WITH THE GRADIENT OF THE FRICTION COEFFICIENT-SPEED RELATIONSHIP. 2. SURFACE CHARACTERISTICS THAT ARE RELATED TO THE PENETRATION OF THE ASPERITY PEAKS INTO THE TREAD RUBBER CORRELATE WITH THE ABSOLUTE VALUE OF THE COEFFICIENT OF FRICTION. 3. PERFECT CORRELATIONS CANNOT BE OBTAINED SINCE A SINGLE SURFACE CHARACTERISTIC CANNOT COMPLETELY DESCRIBE THE NATURE OF THE CONTACT BETWEEN THE TIRE AND THE PAVEMENT. 4. THE MEASUREMENTS MADE ON THE SELECTED SURFACE CHARACTERISTICS LEAVE SOMETHING TO BE DESIRED WHEN CONSIDERED IN THE LIGHT OF STATISTICAL ADEQUACY AND RIGOROUS PROOF. /BPR/]]></description>
      <pubDate>Tue, 01 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/99660</guid>
    </item>
    <item>
      <title>ANALYSIS AND CONTROL OF ANCHORAGE - ZONE CRACKING IN PRESTRESSED CONCRETE</title>
      <link>https://trid.trb.org/View/98385</link>
      <description><![CDATA[THE REPORT PRESENTS THE RESULTS OF AN ANALYTICAL AND EXPERIMENTAL INVESTIGATION OF ANCHORAGE ZONE CRACKING IN PRESTRESSED CONCRETE MEMBERS. SEVERAL ANALYTICAL METHODS ARE REVIEWED AND EVALUATED AND ONE METHOD IS SELECTED FOR COMPARISON WITH TEST RESULTS FROM EXPERIMENTS CONDUCTED IN FOUR SEPARATE LABORATORIES. BOTH PRE-TENSIONED AND POST- TENSIONED MEMBERS WERE TESTED. THE PRIMARY VARIABLES INCLUDED IN THE TEST PROGRAMS WERE: (1) SHAPE OF CROSS SECTION, (2) ECCENTRICITY OF THE PRESTRESSING FORCE, (3) TYPE OF PRESTRESSING, (4) RATIO OF LOADED AREA TO CROSS SECTIONAL AREA, (5) DISTRIBUTION OF THE PRESTRESSING FORCE, (6) CONCRETE QUALITY, (7) TIME-DEPENDENT EFFECTS, AND (8) AMOUNT, LOCATION AND PROPERTIES OF THE TRANSVERSE REINFORCEMENT. A TOTAL OF 177 TESTS WERE ANALYZED. TWO ZONES IN WHICH LONGITUDINAL CRACKING WAS LIKELY TO OCCUR WERE IDENTIFIED. THESE WERE (1) THE BURSTING STRESS ZONE, WHICH LIES ALONG THE AXIS OF THE PRESTRESSING FORCE, AND (2) THE SPALLING STRESS ZONE WHICH IS SOME DISTANCE AWAY FROM THE PRESTRESSING FORCE. THE MEASURED LOADS AT THE INITIATION OF CRACKING IN THE BURSTING AND SPALLING ZONES WERE COMPARED WITH THE CALCULATED VALUES, AND A DESIGN PROCEDURE BASED ON THE ANALYSIS WAS PROPOSED FOR THE CALCULATION OF THE TRANSVERSE STRESSES AND THE SELECTION OF THE TRANSVERSE REINFORCEMENT. TWO NUMERICAL EXAMPLES OF THE DESIGN PROCEDURE ARE INCLUDED IN THE REPORT. /BPR/]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98385</guid>
    </item>
    <item>
      <title>ELASTOMERIC BRIDGE BEARINGS</title>
      <link>https://trid.trb.org/View/105463</link>
      <description><![CDATA[TESTS WERE MADE TO DETERMINE THE ADEQUACY OF ELASTOMERIC BEARINGS IN BRIDGE CONSTRUCTION AND TO ESTABLISH BEARING DESIGN CRITERIA. SAMPLES OF NEOPRENE, 6 IN. BY 12 IN. OF VARYING THICKNESS, MOLDED OR IN BONDED LAYERS, WERE TESTED. TEST EQUIPMENT INCLUDED A 500,000-LB SOUTHWARK-EMERY TENSION COMPRESSION MACHINE, A 40,000 LB HYDRAULIC JACK AND VARIOUS RECORDING GAUGES. THE REQUIRED COMPRESSIVE AND SHEAR LOADS WERE APPLIED DIRECTLY, ALTERNATELY AND IN COMBINATION FOR VARYING PERIODS. TEST PHASES INCLUDED VERTICAL DEFLECTION UNDER COMPRESSION  HORIZONTAL AND VERTICAL DEFLECTION IN COMBINED COMPRESSION AND SHEAR, SHAPE EFFECTS, TIME-CREEP RELATIONSHIPS AND FATIGUE. ALL BEARING TYPES TESTED BORE CLOSE STRESS-STRAIN RELATIONSHIPS. WITHIN THE LIMITS OF THE TEST PROCEDURES IT IS ASSUMED THAT NEOPRENE-BASED BEARING PRODUCTS MEETING CURRENT SPECIFICATIONS HAVE SIMILAR PHYSICAL PROPERTIES. IT WAS FOUND THAT VERTICAL DEFLECTION INCREASED INVERSELY WITH DUROMETER READINGS, AND WITH TIME AND DYNAMIC LOADING, AND WERE PROPORTIONALLY GREATER WITH ADDED THICKNESS. TESTS FOR ADDITIONAL VERTICAL DEFLECTIONS SIMILAR TO INTERMITTENT LIVE BRIDGE LOADS OR DYNAMIC CREEP, INDICATE THAT STATIC DEFLECTIONS SHOULD BE INCREASED BY 50 PERCENT. BEARINGS TESTED INDICATED, IN EACH INSTANCE, SIMILAR HORIZONTAL DEFLECTIONS DUE TO HORIZONTAL SHEAR LOADS. RESISTANCE TO SHEAR DISTORTION INCREASED WITH THICKNESS AND STIFFNESS BUT WAS NOT AFFECTED BY DIRECT COMPRESSIVE LOADING OR BY SHAPE OR ORIENTATION OF BEARING. THE ABSENCE OF FATIGUE IN THE 3-HR ALTERNATING PHASE OF THE TESTS INDICATED THE NEED FOR A LONGER TESTING PERIOD IN THIS RESPECT /AUTHOR/]]></description>
      <pubDate>Fri, 16 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105463</guid>
    </item>
    <item>
      <title>STOCHASTIC OPEN CHANNEL FLOW</title>
      <link>https://trid.trb.org/View/97103</link>
      <description><![CDATA[TO STUDY THE NONLINEAR EFFECT OF THE IRREGULAR SHAPE AND SLOPE OF AN OPEN CHANNEL ON THE FLOW, IT IS SUGGESTED THAT THE BROWNIAN MOTION MODEL TO SIMULATE THE CHANNEL IRREGULARITY BE USED. THE IRREGULAR SHAPE AND SLOPE OF A CHANNEL ARE CONSIDERED TO BE DETERMINED BY RANDOM WALK PATHS OF IMAGINARY PARTICLES. THE DIFFUSION COEFFICIENT OF THESE PARTICLES IN (BROWNIAN) MOTION IS SUGGESTED AS AN INDICATOR OF THE CHANNEL ROUGHNESS. /ASCE/]]></description>
      <pubDate>Fri, 22 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97103</guid>
    </item>
    <item>
      <title>LABORATORY TESTS OF SEALERS FOR SAWED JOINTS</title>
      <link>https://trid.trb.org/View/110242</link>
      <description><![CDATA[THE PERFORMANCE OF SEALING MATERIALS FOR SAWED JOINTS IS BEING STUDIED BY A LABORATORY TEST IN WHICH THE JOINTS ARE OPENED AND CLOSED AT SPEEDS OF THE ORDER OF 1/32 INCH PER HOUR. THE SEALERS ARE APPLIED TO SAWED JOINTS WHICH ARE INITIALLY 1/8 OR 3/16 INCH WIDE AND WHICH ARE USUALLY OPENED AN ADDITIONAL 1/8 INCH AT 0 F DURING THE TESTS. THIS TEST PROCEDURE APPEARS TO BE MORE SEVERE THAN METHOD 223.11 OF FEDERAL SPECIFICATION SS-R-406C. TESTS HAVE BEEN CONDUCTED ON CONVENTIONAL SEALERS AS WELL AS ON MATERIALS WHICH ARE STILL IN THE DEVELOPMENT STATE OR WHICH HAVE BEEN DEVELOPED FOR OTHER APPLICATIONS. THE RESULTS HAVE SHOWN THAT EXTENSIBILITY IS NOT STRICTLY AN INHERENT PROPERTY OF THE MATERIAL, BUT IS HIGHLY DEPENDENT ON THE RELATIVE DIMENSIONS OF THE CROSS-SECTION OF THE SEALER, REFERRED TO AS THE SHAPE FACTOR. THE IMPORTANCE OF THE SHAPE FACTOR INDICATED THE DESIRABILITY OF DEVELOPING SUITABLE ELASTOMERS IN SHAPES OF FORMS THAT WOULD AVOID THE HIGH STRESS CONCENTRATIONS WHICH CAUSE BOND FAILURES. FOAMS OR HOLLOW SHAPES MIGHT SATISFY THESE REQUIREMENTS. THE CONCLUSION IS DRAWN THAT INITIAL JOINT WIDTHS MUST BE DESIGNED IN RELATION TO THE JOINT SEALER MATERIAL, THE JOINT SPACING, AND THE CLIMATE. ALTHOUGH MATERIAL COSTS OF SOME POTENTIALLY USEFUL SEALERS ARE HIGH, THEY MAY NOT BE HIGH IN TERMS OF LIFETIME PERFORMANCE. THE WORK REPORTED COVERS THE PERIOD 1955 THROUGH 1957 AND IS PART OF A CONTINUING PROGRAM. /AUTHOR/]]></description>
      <pubDate>Thu, 28 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110242</guid>
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