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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7UGxhdGUgbWV0YWwmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtQbGF0ZSBtZXRhbCZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Acoustical Study of Micro- Perforated Plates for Vehicle Applications</title>
      <link>https://trid.trb.org/View/1818406</link>
      <description><![CDATA[Micro-perforated plate (MPP) absorbers are perforated plates with holes typically in the sub mm range and perforation ratios around 1%. The values are typical for applications in air at standard temperature and pressure (STP). The underlying acoustic principle is simple, it is to create a surface with a built in damping which effectively absorbs sound waves. To achieve this, the acoustic impedance of a MPP absorber is normally tuned to be of the order of the characteristic wave impedance in the medium (~ 400 Pa*s/m in air at STP). The traditional application for MPP absorbers has been building acoustics often combined with a so called panel absorber, to create an absorption peak at a selected frequency. However, MPP absorbers made of metal could also be used for noise control close to or at the source in many vehicle applications.]]></description>
      <pubDate>Wed, 23 Feb 2022 16:16:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1818406</guid>
    </item>
    <item>
      <title>Modeling of Vibroacoustic Characteristics of Plate Structures of Vehicles during Abrasive Processing</title>
      <link>https://trid.trb.org/View/1838801</link>
      <description><![CDATA[This article presents the modelling of vibroacoustic characteristics, vibration rates of transport vehicle bodies during abrasive processing of welds. Welding is one of the most comprehensive technologies for joining metal structures. However, one of the mandatory steps after welding is the mechanical processing of welded joints. To control the vibroacoustic characteristics, reduce the noise and vibration, energy balance equations are obtained for the conditions of the abrasive treatment of welds in the body of an electric locomotive. The energy flows and sound power emitted by each element of the body structures are determined during the abrasive treatment of welds. Theoretical and experimental assessment of noise and vibration levels during the abrasive processing of welded joints of plate structures is carried out. It is shown that in the frequency range from 0.25 kHz and higher, the sound power exceeds the maximum permissible values.]]></description>
      <pubDate>Thu, 22 Apr 2021 17:49:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1838801</guid>
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    <item>
      <title>Considerations for the Development of Alloys Suitable for Use in In-Line Hardening of Rails, Wheels, and Tank Car Plate Having Lower Bainite Microstructures</title>
      <link>https://trid.trb.org/View/1531950</link>
      <description><![CDATA[In-line hardening of rails to produce a very fine pearlitic microstructure has become a commercial reality. A question that this report seeks to answer is whether or not it is possible to find an alloy composition that will permit the development of lower bainite microstructures by in-line hardening in rails, wheels, and tank car plate. The application of the in-line hardening process becomes more difficult in the production of lower bainite microstructures because of the need to quench in a controlled fashion to lower “isothermal” transformation temperatures. Use of the computer program SteCal™ has suggested that the addition of molybdenum with boron will achieve the needed development of a bainite nose accompanied by suppression of the pearlite transformation. This approach appears to be applicable to rails and tank car plate. It is not clear, however, that wheels, which can undergo rapid heating and quenching during extreme service braking, would benefit from the same approach that can be applied to rails and tank car plate.]]></description>
      <pubDate>Tue, 04 Sep 2018 16:13:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1531950</guid>
    </item>
    <item>
      <title>Physical Testing to Determine Ultimate Strength of Bolted Longitudinal Seams in Deep Corrugated Structural Plate for Long-Span Structures</title>
      <link>https://trid.trb.org/View/1438729</link>
      <description><![CDATA[Steel structural plate bolted longitudinal seams are designed by using tabulated ultimate seam strength values published in ASTM A796. The applicability of tabulated values to varying widths of overlapping corrugated plate panels is uncertain. A test program was developed to evaluate the effect of varying panel width on ultimate seam strength. This paper describes the preparation required for test specimens, outlines the test procedure and data reduction, compares test results to the tabulated values to determine the effect of panel width, and proposes revisions and additions to the tabulated values. The test procedure for determining ultimate seam strength has been submitted as a draft ASTM Standard Practice.]]></description>
      <pubDate>Thu, 29 Dec 2016 15:53:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438729</guid>
    </item>
    <item>
      <title>Fatigue Crack Growth Arrestor for High Speed Flexible Coupling of Fighter Aircraft Transmission Systems</title>
      <link>https://trid.trb.org/View/1142386</link>
      <description><![CDATA[This article reports on a study in which a lightweight, high speed flexible coupling (HSFC) was used to connect the engine gear box (EGB) with an accessory gear box (AGB) in fighter aircrafts. The HSFC transmits the power at high speeds ranging from 10000 to 18000 rpm from the EGB to AGB. The authors also describe how the HSFC accommodates larger angular and axial misalignments resulting from differential thermal expansion of the aircraft engine and mounting arrangement. The HSFC utilizes a series of metallic contoured annular thin flexible plates.  However, these flexible plates are susceptible to fatigue failures in the presence of tiny surface defects. The authors describe their analysis carried out on a typical HSFC with incipient flaw for various kinds of imposed misalignments.  Based on their findings from this sensitivity study of the flaw on the stress levels, they designed a Fatigue Crack Growth Arrestor (FCGA). In order to contain the crack propagation, drilling a hole at the tip of the crack on the flexible plate as a FCGA is adapted. The authors conclude that the fatigue life of the flexible plates is improved by finding appropriate size and location of FCGA through finite element analysis (FEA) and simulations. The FEA on fatigue life-cycle indicates that with the adaptation of FCGA size of 2 mm diameter, an improvement of 18.02% in fatigue life cycles is achieved when compared to a flawed flexible plate. Flexible plates with FCGA of 2 mm diameter can be used as a fatigue arrester for a flaw size of 1.414mm under combined axial and lateral loading.]]></description>
      <pubDate>Wed, 18 Jul 2012 16:11:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1142386</guid>
    </item>
    <item>
      <title>Perforation owing to impacts on reinforced concrete slabs</title>
      <link>https://trid.trb.org/View/884517</link>
      <description><![CDATA[The development and testing of a finite-element model to investigate the impact resistance of reinforced concrete slabs, with and without metal decking, is described. The model is validated against empirical design formulae for cylindrical projectiles. A series of experimental tests involving I-sections impacting reinforced concrete slabs is described and the results are used to validate the model further. Having validated the model, it is then used to provide data for impacts of the slab by typical column sections used in multi-storey buildings. The results could be used to assess the potential effects of dropping components during construction. (A)]]></description>
      <pubDate>Mon, 02 Mar 2009 08:06:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/884517</guid>
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    <item>
      <title>WATERFRONT WHARF AND CRANE RAIL IMPROVEMENTS - PORT NEWARK CONTAINER TERMINAL (PNCT)</title>
      <link>https://trid.trb.org/View/741445</link>
      <description><![CDATA[The Port Newark Container Terminal (PNCT) is a newly constructed 64-hectare (158- acre) modern state-of-the-art container terminal in Port Newark, New Jersey.  The multi-million dollar upgrade involved consolidating two existing terminals into a single terminal capable of handling "beyond Post-Panamax" container vessels. Consolidation of the facilities included a series of three different contracts, one of which included upgrading the 1,350-meter (4,430-feet) long waterfront wharf. The Waterfront Structures and Crane Rail Improvements project was a $31.7 million upgrade of 40 to 50-year-old facilities to provide a wharf capable of handling P&O Nedlloyd's then largest container vessel (6,600 TEU), along with new 30.5-meter (100-feet) gauge 40.6-tonne (40 long ton) capacity electric container cranes. The existing structures at Berths 51 through 63 at Port Newark consisted of a 13.7-meter (45-feet) wide timber pile-supported, ballasted deck structure. The existing wharf superstructure was comprised of concrete pile extensions integrated with a concrete flat-plate relieving platform overlain by ballast fill retained by a concrete headwall, with an asphalt wearing surface on top. This paper will provide a discussion and results of the structural analyses and models developed to determine the adequacy of existing facilities to support future operations, and the design for upgraded facilities. Design and construction issues will be presented including specific examples such as: the king pile toe wall which was required to allow berth deepening; bracing the existing timber piles supporting the waterside crane beam where the beam was to be retained; the new waterside and landside crane beams which needed to be installed without impacting adjacent structures; the fender system and the concrete buildouts utilized to provide sufficient offset to avoid the toe wall; and strengthening portions of the existing waterside crane beam to remain using an innovative approach consisting of externally bonded carbon fiber reinforcement (FRP) plates.]]></description>
      <pubDate>Thu, 23 Sep 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/741445</guid>
    </item>
    <item>
      <title>INNOVATIVE HPS-70W FORD CITY BRIDGE DEMONSTRATION PROJECT: IMPROVED WELDABILITY USING OPTIMIZED WELD METAL STRENGTH</title>
      <link>https://trid.trb.org/View/672638</link>
      <description><![CDATA[In 1997, the Pennsylvania Department of Transportation proposed to the Federal Highway Administration the use of HPS-70W for a Demonstration Bridge Project that had two components.  The first component focused on the design of an HPS-70W bridge for a specific site, Ford City, Pennsylvania.  The second component was to explore using nontraditional welding procedures to weld the butt joints in HPS-70W girders in the bridge.  It is the second aspect of the demonstration project, the use of non-traditional welding procedures for HPS-70W girders in the Ford City Bridge, that is the focus of this report.  The proposed innovation in welding procedures was to weld the HPS-70W flange splices in the bridge with traditional A588 steel welding consumables.  This produces weldments in which the weld metal undermatches the strength of the base plates to a modest degree, but the cost and reliability of the production process are optimized.  This research was to demonstrate that the strength and fatigue resistance of these "optimized" weld joints would be equivalent to ones welded using a higher strength weld metal that overmatches the strength of the HPS-70W base metal.]]></description>
      <pubDate>Fri, 09 Feb 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/672638</guid>
    </item>
    <item>
      <title>EVALUATION OF UNPAINTED WEATHERING STEEL BRIDGES IN IDAHO</title>
      <link>https://trid.trb.org/View/472742</link>
      <description><![CDATA[Some states have reported problems with excessive corrosion of unpainted A588 weathering steel bridges.  Considerable savings in initial and life cycle costs are anticipated when using weathering steel, but only if good long range performance is attained.  The Idaho Transportation Department conducted its first in-depth study of a representative group of 12 weathering steel bridges to determine their present condition.  Weathering steels develop a protective oxide coating that shields the underlying steel base from further corrosion when certain conditions are met.  All weathering steel bridges in Idaho were identified and current inspection reports were reviewed.  Data collected from the field inspections include:  visual observations of the condition of the protective oxide coating (color, texture, adherence), conditions and details that cause corrosion problems, and plate thickness measurements with an ultrasonic gage.  Samples of the oxide coating were tested for chlorides.  Field inspections indicate the unpainted weathering steel on the bridges inspected is performing very well.  Small areas of localized corrosion were found on four bridges.  These problems can be corrected with proper design and maintenance. Continued use of unpainted weathering steel in bridges appears justified.]]></description>
      <pubDate>Thu, 19 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472742</guid>
    </item>
    <item>
      <title>DYNAMIC BEHAVIOR OF METAL-PLATE-CONNECTED WOOD TRUSS JOINTS</title>
      <link>https://trid.trb.org/View/576378</link>
      <description><![CDATA[The objective of this paper is to describe the behavior of metal-plate-connected (MPC) tensile and heel joints under seismic and cyclic loads.  A proposed sequential phase displacement (SPD) loading standard was also used to determine dynamic characteristics (energy dissipation, damping ratio, and cyclic stiffness) of MPC joints.  Strengths and stiffnesses of MPC joints after the seismic and SPD loadings were compared to those properties for a control group of joints tested to failure under a static ramp load.  Strength degradation was not observed in tensile and heel joints as a result of the seismic loads. Stiffness degradation was observed in the heel joint as a result of the large artificial earthquake loads and in both tensile and heel joints as a result of the SPD loading.  Dynamic properties from the SPD loading depended on the magnitude of displacement. The damping ratio and energy dissipation increased as the SPD loading progressed, whereas the cyclic stiffness decreased. Cyclic loading also showed a significant effect on the strength of MPC joints depending on amplitude of the cycles.]]></description>
      <pubDate>Sat, 16 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576378</guid>
    </item>
    <item>
      <title>A 440 STEEL JOINTS CONNECTED BY A490 BOLTS</title>
      <link>https://trid.trb.org/View/107983</link>
      <description><![CDATA[THIS REPORT PRESENTS DATA FROM EIGHT STATIC TENSION TESTS OF FULL-SIZED BOLTED BUTT JOINTS FABRICATED FROM 1-IN. PLIES OF A440 STEEL PLATE AND CONNECTED BY 7/8-IN. ASTM A490 HIGH- STRENGTH BOLTS. IN ADDITION, THIS REPORT INCLUDES THE RESULTS OF A THEORETICAL ANALYSIS OF A440 STEEL JOINTS FASTENED WITH EITHER A490 BOLTS OR A502-GRADE 2 HIGH- STRENGTH RIVETS. BOTH THE THEORETICAL AND EXPERIMENTAL STUDIES WERE DESIGNED TO SHOW THE EFFECTS OF SPECIFIC VARIABLES ON THE ULTIMATE JOINT STRENGTH, INCLUDING VARIATIONS IN PITCH, JOINT LENGTH, AND CHANGES IN THE RATIO OF NET PLATE AREA A/N/ TO THE TOTAL FASTENER SHEAR AREA A/S/ THE THEORETICAL STUDIES SHOW THAT THE AVERAGE SHEAR STRENGTH DECREASES WITH INCREASING JOINT LENGTH. FASTENER PITCH HAD A MINOR EFFECT ON THE SHEAR STRENGTH. TOTAL JOINT LENGTH HAD THE MOST IMPORTANT EFFECT ON THE AVERAGE SHEAR STRENGTH AT ULTIMATE JOINT LOAD FOR A GIVEN A/N'A/S/ RATIO. VARIATIONS IN THE A/N/'A/S/ RATIO PRODUCED MAJOR CHANGES IN AVERAGE SHEAR STRENGTH. THE MAXIMUM DEVIATION BETWEEN THE THEORETICAL SOLUTION AND TEST RESULTS WAS 7%. EXPERIMENTAL DATA SHOW THAT THE PRESENT SLIP COEFFICIENT OF 0.35 USED IN THE RCRBSJ SPECIFICATION IS REASONABLE. /AUTHOR/]]></description>
      <pubDate>Thu, 01 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107983</guid>
    </item>
    <item>
      <title>ULTRASONIC WELD JOINT STUDY</title>
      <link>https://trid.trb.org/View/108019</link>
      <description><![CDATA[THE USE OF ULTRASONIC TESTING FOR INSURING QUALITY BUTT WELDED JOINTS IS DISCUSSED. THE ASSURANCE OF THE QUALITY OF BUTT WELDED JOINTS IS PRESENTLY OBTAINED BY RADIOGRAPHIC INSPECTION ON ALL CALIFORNIA DIVISION OF HIGHWAYS FABRICATED STEEL STRUCTURES AS SPECIFIED IN TEST METHOD NO. CALIFORNIA 601-F. AN APPRECIABLE ECONOMIC SAVINGS COULD BE REALIZED BY SUBSTITUTING ULTRASONIC INSPECTION IN PLACE OF RADIOGRAPHIC INSPECTION. THERE ARE, HOWEVER, MANY DIFFICULTIES PRESENTLY CONFRONTING THE ULTRASONIC OPERATOR THAT, TO DATE, HAVE NO SOLUTIONS. PROBLEMS DEALING WITH SCANNING INTERPRETATION WHEN (1) WELDS ARE UNGROUND, (2) BASE METAL PLATE IS LAMINATED, AND (3) DEFECT LENGTHS ARE TO BE ACCURATELY DETERMINED, ARE JUST A FEW. CONTINUED RESEARCH ORIENTED TOWARD RESOLVING THESE PROBLEMS IS MANDATORY BEFORE ULTRASONIC INSPECTION CAN BE RECOGNIZED AND FULLY ACCEPTED AS ASSURING QUALITY BUTT WELDED JOINTS. /AUTHOR/]]></description>
      <pubDate>Tue, 29 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108019</guid>
    </item>
    <item>
      <title>PULSED ARC WELDING OF THICK QT.35 PLATE</title>
      <link>https://trid.trb.org/View/106548</link>
      <description><![CDATA[THE USE OF PULSED ARC WELDING HAS BEEN SHOWN TO GIVE A SATISFACTORY WELD QUALITY ON A SIDE BEND TEST CRITERION FOR THE WELDING OF THICK QT.35 PLATE IN THE VERTICAL AND OVERHEAD POSITIONS, THOUGH A SPECIAL WELDING TECHNIQUE WAS NECESSARY. A FILLER WIRE OF A SIMILAR COMPOSITION TO THE PLATE AND ARGON' OXYGEN SHIELDING WERE USED, AND WELD METAL STRENGTH AND IMPACT PROPERTIES HAVE BEEN SHOWN TO MATCH THOSE OF THE WROUGHT PLATE. HEAT-AFFECTED ZONE THERMAL CYCLES HAVE BEEN MEASURED AND COMPARED WITH THOSE FROM WELDS MADE WITH SHORT CIRCUITING SPRAY-TYPE ARCS, AND EXAMINATION OF THE MICROSTRUCTURES REVEALED NO ADVERSE METALLURGICAL FEATURES.]]></description>
      <pubDate>Thu, 28 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106548</guid>
    </item>
    <item>
      <title>CORROSION OF METAL DECK PLATES AFTER 10 YEARS OF EXPOSURE</title>
      <link>https://trid.trb.org/View/110258</link>
      <description><![CDATA[THE METAL PLATES FORMING THE TROUGHS ON BALLASTED-DECK BRIDGES ARE IN MANY LOCATIONS EXPOSED TO A SEVERELY CORROSIVE ENVIRONMENT CREATED BY BRINE DRIPPING FROM REFRIGERATOR CARS. A VARIETY OF METALS AND ALLOYS HAS BEEN USED FOR FORMING THE TROUGHS BUT NO COMPARATIVE DATA ON THEIR CORROSION RESISTANCE HAVE BEEN AVAILABLE. IN 1958 AREA COMMITTEE 15-IRON AND STEEL STRUCTURES, REQUESTED THE AAR RESEARCH CENTER TO CONDUCT A 15-YEAR STUDY ON CORROSION OF DECK PLATES. ACCORDINGLY, 7-IN BY 10-IN TEST PLATES MADE OF VARIOUS METALS AND ALLOYS WERE PLACED ON THE HUEY LONG BRIDGE OF THE NEW ORLEANS PUBLIC BELT RAILROAD, NEW ORLEANS, LA., AN IDEAL TEST LOCATION BECAUSE OF THE HUMID CLIMATE THERE AND THE PREVALENCE OF BRINE DRIPPINGS. AFTER 10 YEARS OF EXPOSURE ON THE BRIDGE, ONLY PLATES OF STAINLESS STEEL AND 6061-T6 ALUMINUM SHOWED SIGNIFICANT RESISTANCE TO CORROSION. THE ALCLAD 2014-T6 ALUMINUM PLATES WERE SERIOUSLY FOLIATED. THE AVERAGE WEIGHT LOSS OF THE SPECIMENS AFTER 10 YEARS ( EXCLUDING THOSE OF STAINLESS STEEL AND ALUMINUM) VARIED BETWEEN 44.8 AND 59.9 PERCENT. PITTING WAS SEVERE, WITH DEPTHS RANGING FROM 0.34 IN TO 0.55 IN. FIG. 1 SHOWS THE CONDITION OF THE TEST PLATES AFTER 10 YEARS OF EXPOSURE.]]></description>
      <pubDate>Thu, 21 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110258</guid>
    </item>
    <item>
      <title>BOLTED HYBRID JOINTS</title>
      <link>https://trid.trb.org/View/101946</link>
      <description><![CDATA[THIS REPORT PRESENTS THE RESULTS OF AN ANALYTICAL STUDY OF HYBRID STEEL BUTT JOINTS OF A36, A440 AND A514 STEEL. THE JOINTS WERE FASTENED BY EITHER A325 OR A490 BOLTS. THE STUDIES WERE DESIGNED TO DETERMINE THE EFFECT OF VARIOUS VARIABLES ON THE JOINT STRENGTH. THE MAJOR VARIABLES STUDIED WERE JOINT LENGTH AND THE RATIO OF THE NET PLATE AREA, A SUB N, TO THE TOTAL FASTENER SHEAR AREA, A SUB S. THE STUDIES INDICATED THAT THE AVERAGE SHEAR STRENGTH OF HYBRID JOINTS WAS EQUAL OR GREATER THAN THE AVERAGE SHEAR STRENGTH OF HOMOGENEOUS JOINTS. HYBRID JOINTS BEHAVED SIMILARLY TO HOMOGENEOUS JOINTS IN THAT AS THE JOINT LENGTH WAS INCREASED, THE AVERAGE SHEAR STRENGTH DECREASED. ALSO, A DECREASE IN A SUB N / A SUB S RATIO IN HYBRID JOINTS WAS ACCOMPANIED BY THE DECREASE IN AVERAGE SHEAR STRENGTH EXPERIENCED WITH HOMOGENEOUS JOINTS. CURRENTLY USED (1966) DESIGN STRESSES WERE EXAMINED AND IT WAS DEMONSTRATED THAT INCREASING ALLOWABLE STRESSES IN BOTH A325 AND A490 BOLTS WOULD HAVE LITTLE EFFECT ON THE MINIMUM FACTOR OF SAFETY IN BEARING-TYPE CONNECTION. /AUTHOR/]]></description>
      <pubDate>Tue, 15 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101946</guid>
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