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    <title>Transport Research International Documentation (TRID)</title>
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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>EMBANKMENT DRAINAGE AFTER INSTANTANEOUS DRAWDOWN</title>
      <link>https://trid.trb.org/View/121887</link>
      <description><![CDATA[A METHOD IS PRESENTED FOR USE IN DETERMINING THE POSITION OF THE SATURATION LINE AND THE PER CENT DRAINAGE IN THE UPSTREAM PORTION OF AN EARTH DAM FOLLOWING COMPLETE OR PARTIAL DRAWDOWN OF THE RESERVOIR BASED UPON A DIMENSIONLESS TIME FACTOR WHICH IS A FUNCTION OF ELAPSED TIME, PERMEABILITY, EFFECTIVE POROSITY, AND BOUNDARY CONDITIONS, AND A DRAWDOWN RATIO WHICH EXPRESSES THE DROP IN RESERVOIR ELEVATION AS A FUNCTION OF THE ORIGINAL HEIGHT OF WATER ABOVE THE SLOPE. SINCE AN EVALUATION OF SLOPE STABILITY UNDER DRAWDOWN CONDITIONS IS DEPENDENT UPON PORE PRESSURES RELATED TO THE POSITION OF THE SATURATION LINE, A QUICK METHOD OF PREDICTING ITS LOCATION IS DESIRABLE. THE DRAINAGE THEORY USED IN THIS METHOD IS SIMILAR TO THE APPROACH PROPOSED BY CASAGRANDE FOR EVALUATING BASE COURSE DRAINAGE OF AIRFIELD PAVEMENTS AND LATER ADAPTED BY SHANNON FOR USE IN DAMS. EXPRESSIONS ARE DERIVED FOR PREDICTING THE EFFECT OF PARTIAL DRAWDOWN. MODEL STUDIES INDICATE THAT HYPERBOLAS RELATED TO A COORDINATE SYSTEM, WHICH IS A FUNCTION OF THE TIME FACTOR AND THE DRAWDOWN RATIO, CAN BE USED TO DEFINE THE SATURATION LINE. /ASCE/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/121887</guid>
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    <item>
      <title>STARTING DELAY AND TIME SPACING OF VEHICLES ENTERING SIGNALIZED INTERSECTION</title>
      <link>https://trid.trb.org/View/119972</link>
      <description><![CDATA[TWO PARAMETERS OF TRAFFIC PERFORMANCE ARE INVESTIGATED. THEY ARE STARTING DELAY AND TIME SPACING OF VEHICLES ENTERING A SIGNALIZED INTERSECTION. TIME SPACING IS THE AVERAGE TIME HEADWAY IN SECONDS BETWEEN SUCCESSIVE VEHICLES IN AN ENTERING PLATOON. TIME SPACING AGREES WITH THE DEFINITION PRESENTED IN THE TRAFFIC ENGINEERING HANDBOOK IN ITS DISCUSSION OF TRAFFIC SIGNAL TIMING FORMULAS. CONCLUSIONS DRAWN WITH RESPECT TO STARTING DELAY ARE: (1) THERE IS A SIGNIFICANT DIFFERENCE IN STARTING DELAY AMONG APPROACHES AT DIFFERENT INTERSECTIONS AND AMONG DIFFERENT APPROACHES TO THE SAME INTERSECTION, (2) STARTING DELAY ON ONE WEEKDAY CAN BE CONSIDERED EQUAL TO STARTING FOR ALL WEEKDAYS, (3) FACTORS WHICH INFLUENCE STARTING DELAY AND ARE RESPONSIBLE FOR THE DIFFERENCE IN DELAY AMONG VARIOUS LOCATIONS HAVE NOT BEEN ISOLATED AND IDENTIFIED IN THIS STUDY, AND (4) STARTING DELAYS ARE IN MOST CASES NORMALLY DISTRIBUTED. TIME SPACING CONCLUSIONS ARE: (1) AVERAGE TIME SPACING IS SIGNIFICANTLY DIFFERENT FOR DIFFERENT INTERSECTIONS, BUT THE MEAN VALUE OBTAINED FOR ONE WEEKDAY WILL NOT USUALLY DIFFER SIGNIFICANTLY FROM THAT FOR OTHER WEEKDAYS, (2) ALTHOUGH NORMALITY WAS NOT TESTED FOR ALL CASES, TIME SPACING APPEARS GENERALLY TO BE NORMALLY DISTRIBUTED, AND (3) TIME SPACING ON A GIVEN APPROACH APPEARS TO BE PRIMARILY A FUNCTION OF STREET WIDTH AND PARKING CONDITIONS FOR THE INTERSECTIONS STUDIED. THE MAXIMUM CAPACITY OF AN INTERSECTION APPROACH IS RELATED TO DELAY AND SPACING AND CAN BE CALCULATED USING A GIVEN FORMULA. BECAUSE OF RELATIVELY LARGE PERCENTAGE VARIATION IN VALUES FROM CYCLE TO CYCLE, DELAY AND SPACING ARE CONCLUDED TO BE OF LIMITED VALUE IN DETERMINATION OF OPTIMUM SIGNAL TIMING.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:33:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/119972</guid>
    </item>
    <item>
      <title>TRAFFIC PERFORMANCE AT URBAN STREET INTERSECTIONS</title>
      <link>https://trid.trb.org/View/117305</link>
      <description><![CDATA[A PRELIMINARY EXPLORATION WAS CONDUCTED INTO THE FUNDAMENTAL RELATIONSHIPS WHICH EXIST BETWEEN TRAFFIC UNITS. METHODS AND THE MORE COMMONLY OBSERVED TRAFFIC PHENOMENA OF ACCELERATION AND DECELERATION WERE OBSERVED. THE SEVERAL COMPONENTS OF THE PERFORMANCE OF VEHICLE STARTING AT URBAN INTERSECTIONS WERE INVESTIGATED. REACTION TIMES TO THE LIGHT CHANGE AND BETWEEN VEHICLES WERE FOUND TO BE IN SOME MEASURE DEPENDENT ON PEDESTRIAN MOVEMENT. SEVERAL METHODS OF PRESENTING STARTING-TIME-DISTANCE PERFORMANCE WERE USED FOR THE SAKE OF CLARITY. THE TIME-DISTANCE RELATIONSHIPS AT START PROVED TO BE SIMILAR AT THE DIFFERENT INTERSECTIONS STUDIED. TWO METHODS FOR DETERMINING THEORETICAL INTERSECTION CAPACITY WERE PRESENTED AND THEIR PRACTICAL APPLICATION DISCUSSED. IT IS CONCLUDED THAT A VERY SMALL PERCENTAGE OF DECELERATIONS IN ACTUAL PRACTICE REACH THE POSSIBLE MAXIMUM. THERE ARE TWO TYPES OF DECELERATION, THE FUNCTIONAL, AND WHAT HAS BEEN CALLED CHRONOTROPIC. NO TIME IS LOST DUE TO NOT TAKING ADVANTAGE OF MAXIMUM DECELERATION IN THE LATTER TYPE. THE TRAFFIC DELAY IN URBAN AREAS IS NOT CLOSELY RELATED TO THE RATES OF DECELERATION EMPLOYED SINCE MOST STOPS ARE OF A CHRONOTROPIC NATURE. A TECHNIQUE OF TIME-SPACING ANALYSIS IS APPLIED TO TRAFFIC BEHAVIOR AT NON- CONTROLLED INTERSECTIONS. PHYSICAL CHARACTERISTICS OF THE INTERSECTION AFFECT THE BEHAVIOR OF THE DRIVERS INSOFAR AS THEIR ABILITY TO MAKE EARLY DECISIONS AND AVOID DELAY IN CROSSING IS CONCERNED. THERE IS A TENDENCY AT THE NON- CONTROLLED INTERSECTIONS FOR THE MAJOR STREAM OF TRAFFIC TO BE AGGRESSIVE AND TO FORCE THE MINOR TO GIVE WAY. IN GENERAL, TIME-SPACE RELATIONSHIPS GOVERN THE BEHAVIOR OF MOTORISTS AT UNSIGNALIZED INTERSECTIONS.  ROAD TRAFFIC CONFORMS SO WELL TO POISSON'S RANDOM SERIES THAT ITS APPLICATION LEADS TO RESULTS OF PRACTICAL IMPORTANCE. IT IS POSSIBLE TO DETERMINE DELAY AT SIGNALIZED INTERSECTIONS THROUGH THE USE OF POISSON'S FORMULA.  A THEORETICALLY CORRECT METHOD HAS BEEN DEVELOPED.  THE THEORY, IN REGARD TO SIGNALS WHICH FAIL TO CLEAR SOME VEHICLES RETARDED DURING THE RED PERIOD, IS DEVELOPED SINCE POISSON'S FORMULA IS APPLICABLE TO THIS PROBLEM AS WELL. THE TRAFFIC PROBLEM TREATMENT BY PROBABILITY THEORY AND OTHER PRINCIPALS DEVELOPED IN THIS STUDY ARE ONLY EXEMPLARY OF A VARIETY OF APPLICATIONS.]]></description>
      <pubDate>Sun, 15 Aug 2004 01:26:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/117305</guid>
    </item>
    <item>
      <title>A LAGRANGIAN APPROACH TO TRAFFIC SIMULATION ON DIGITAL COMPUTERS</title>
      <link>https://trid.trb.org/View/117049</link>
      <description><![CDATA[A TECHNIQUE FOR SIMULATING TRAFFIC MOVEMENT ON DIGITAL COMPUTERS IS DESCRIBED. IN THIS TECHNIQUE COMPUTATIONS ARE PERFORMED ON A REQUIRED BASIS RATHER THAN ON AN INCREMENTAL TIME BASIS. THIS TREATMENT OF THE TIME PARAMETER MAY REDUCE THE COMPUTATIONAL EFFORT REQUIRED TO SIMULATE TRAFFIC MOVEMENT. /AUTHOR/]]></description>
      <pubDate>Fri, 13 Aug 2004 18:56:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/117049</guid>
    </item>
    <item>
      <title>MANUAL OF PROCEDURES FOR MEASUREMENT OF QUALITY OF HIGHWAY TRAFFIC FLOW</title>
      <link>https://trid.trb.org/View/115195</link>
      <description><![CDATA[A METHOD OF PROCEDURE IS DESCRIBED FOR THE MEASUREMENT OF IMPEDANCE TO TRAFFIC FLOW. IT IS BASED ON THE LACK OF FREEDOM OF MOVEMENT BY THE VEHICLE AND IMPEDANCE IS MEASURED BY THE TIME AND EFFORT REQUIRED BY A DRIVER TO ACCOMPLISH HIS TRAVEL. AN EQUATION FOR THE "QUALITY OF TRAFFIC FLOW" IS DEVELOPED WITH THE PARAMETERS OF TIME, CHANGE OF VELOCITY, CHANGE IN DIRECTION AND DISTANCE TRAVELED AS FIRST ORDER TERMS. ON THE BASIS OF THIS EQUATION, A PORTABLE INSTRUMENT WAS DEVELOPED TO RECORD THESE PARAMETERS WHEN MOUNTED IN A VEHICLE. /BPR/]]></description>
      <pubDate>Fri, 13 Aug 2004 18:46:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/115195</guid>
    </item>
    <item>
      <title>INFLUENCE OF CREEP AND SHRINKAGE OF CONCRETE ON COMPOSITE CONSTRUCTION</title>
      <link>https://trid.trb.org/View/98646</link>
      <description><![CDATA[IN REINFORCED CONCRETE CONSTRUCTION THE TWO MATERIALS TO BE CONSIDERED ARE CONCRETE AND STEEL. THESE MATERIALS HAVE DIFFERENT PROPERTIES WHICH MUST BE TAKEN INTO ACCOUNT WHEN DESIGNING A CONCRETE STRUCTURE. SHRINKAGE, CREEP, AND ELASTICITY ARE TIME-DEPENDENT PROPERTIES WHICH, WHEN MODIFIED, WILL CHANGE THE STRESSES IN THE STRUCTURE. IF THE STRUCTURE IS DESIGNED FOR THE ULTIMATE LOAD, THE TIME- DEPENDENT PROPERTIES BECOME INTERNAL MODIFICATIONS AND CAN BE IGNORED. IF, HOWEVER, THE STRUCTURE IS DESIGNED ACCORDING TO THE THEORY OF ELASTICITY, THESE TIME-DEPENDENT FACTORS ARE IMPORTANT AND MUST BE CONSIDERED. IN THIS STUDY, A NEW METHOD IS GIVEN FOR CALCULATING THE EFFECT OF CREEP AND SHRINKAGE IN CONCRETE, THE CREEP OF STEEL, AND THE TIME- DEPENDENT INCREASES OF THE MODULUS OF ELASTICITY UPON COMPOSITE CONSTRUCTIONS OF REINFORCED OR PRESTRESSED CONCRETE. A BASIC FORMULA IS DERIVED. EXAMPLES OF ITS APPLICATION ARE GIVEN AND COMPARISONS ARE MADE BETWEEN OLDER METHODS OF CALCULATION AND THE ONE DESCRIBED HERE. A SATISFACTORY CORRELATION IS ACHIEVED. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Jul 2004 18:14:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/98646</guid>
    </item>
    <item>
      <title>AIR POLLUTION PATTERNS IN AN URBAN STREET CANYON</title>
      <link>https://trid.trb.org/View/115727</link>
      <description><![CDATA[HIGH CONCENTRATIONS OF CARBON MONOXIDE IN AN URBAN STREET CANYON ARE KNOWN TO ACCOMPANY PERIODS OF SLIGHT ATMOSPHERIC DISPERSION.  IT IS FOUND THAT DURING SUCH EPISODES, CERTAIN INDIVIDUAL OR COMBINED MICRO-METEOROLOGICAL AND SOURCE VARIABLES DOMINATE THE INTERACTION DURING CERTAIN TIME SEGMENTS OF THE DAY.  FOR THE EARLY MORNING HOURS, THE LAPSE RATE CAN BE USED AS A GOOD PREDICTOR OF THE RESULTANT CO CONCENTRATION.  TRAFFIC COUNT IS THE DOMINANT VARIABLE THEN AT ALL HOURS, EXCEPT THE EARLY AFTERNOON PERIOD WHEN THE WIND SPEED IS THE MOST DOMINANT.  MODEL EQUATIONS DEVELOPED FROM STATISTICAL ANALYSIS OF FIELD DATA GENERALIZE TO THE THREE-DIMENSIONAL AIR QUALITY ASPECTS OF THE PARTICULAR URBAN ROADWAY SECTION STUDIED AND TO THOSE DISPLAYING SIMILAR CHARACTERISTICS AND WEATHER CONDITIONS.  /AUTHOR/]]></description>
      <pubDate>Tue, 22 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115727</guid>
    </item>
    <item>
      <title>COOLING OF HOT-MIX ASPHALT LAID ON FROZEN SUBGRADE WITH DISCUSSION</title>
      <link>https://trid.trb.org/View/100212</link>
      <description><![CDATA[THE DESCRIPTION AND SOLUTION OF THE TEMPERATURE DISTRIBUTION AND HEAT FLOW PROBLEM REQUIRES THAT AN ACCOUNT BE TAKEN, IN THE MATHEMATICAL FORMULATION, OF THE POSSIBILITY OF MULTIPLE PHASES IN THE SUBGRADE. ONE MUST CONSIDER A BASE WITH A THAWING REGION WHICH MOVES INTO THE BASE WITH TIME. FOR THE SAME AMOUNT OF HEAT LOSS FROM THE MAT, THE THERMAL WAVE (TEMPERATURE RISE) PROGRESSES FURTHER INTO THE UNFROZEN SUBGRADE THAN INTO THE FROZEN SUBGRADE. AS AN INCREMENT OF FROZEN SOIL REACHES 32 F, THE TEMPERATURE CHANGE "PAUSES" UNTIL THE MOISTURE HAS BEEN THAWED BEFORE THE TEMPERATURE AGAIN STARTS TO RISE. THIS PHENOMENA HAS THE EFFECT OF PRODUCING A SUBSTANTIAL TIME LAG IN THE THERMAL WAVE PENETRATION INTO FROZEN SOIL. COMPUTER RESULTS SHOW THAT THE SOLAR FLUX HAS LESSER EFFECT ON THE TEMPERATURE PROFILE IN THE UPPER HALF OF THE MAT THAN DOES THE WIND VELOCITY. NEITHER OF THESE EFFECTS IS IMPORTANT IN THE LOWER HALF OF THE ASPHALT MAT. COMPUTATIONS FOR VARIOUS MOISTURE CONTENTS OF FROZEN SUBGRADE SHOWED THE EFFECT OF MOISTURE CONTENT ON MAT TEMPERATURE PROFILE AND HEAT FLUX INTO SUBGRADE TO BE APPRECIABLE IN THE LOWER PORTION OF THE MAT. THIS EFFECT DECREASES IN IMPORTANCE WITH INCREASED DISTANCE FROM THE MAT-SUBGRADE INTERFACE. INCREASED MOISTURE CONTENT IN THE FROZEN SUBGRADE PRODUCES A LOWER INTERFACIAL TEMPERATURE AND REQUIRES A HIGHER LAYDOWN TEMPERATURE TO PROVIDE SUFFICIENT TIME TO COOL TO A SPECIFIED AVERAGE MAT TEMPERATURE. A DISCUSSION IS INCLUDED WHICH DEALS WITH VARIOUS QUESTIONS CONCERNING THIS STUDY.]]></description>
      <pubDate>Tue, 17 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100212</guid>
    </item>
    <item>
      <title>DESIGN OF HOLLOW BOX GIRDERS WITHOUT TRANSVERSE BULKHEADS</title>
      <link>https://trid.trb.org/View/140851</link>
      <description><![CDATA[A method of designing a hollow girder without supporting transverse beams is described, which was applied to the design of the superstructure of two bridges which formed part of the A 11 /EB 8 junction at Leverkusen.  In accordance with a special proposal, the bridges were built as hollow box girders with internal formwork having no transverse beams.  This solution satisfies the demands for short construction time and low costs.  The article is supplemented by a comparison of the weight of this type of structure and that of the hollow girder stiffened by transverse bulkheads.]]></description>
      <pubDate>Tue, 05 Sep 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/140851</guid>
    </item>
    <item>
      <title>A SYSTEMATIC APPROACH TO THE MANAGEMENT OF HIGHWAY MAINTENANCE</title>
      <link>https://trid.trb.org/View/110578</link>
      <description><![CDATA[A CONCEPTUAL MANAGEMENT SYSTEM OF HIGHWAY MAINTENANCE IS DISCUSSED WHEREIN THE MANAGING AND ALLOCATION OF AVAILABLE RESOURCES IS CONTROLLED AS DETERMINED FROM A RATHER COMPREHENSIVE REPORTING METHOD OR INFORMATION SYSTEM. THE SYSTEM WAS DEVISED AS THE RESULT OF A STUDY TO REPLACE THE FISCAL CONTROL OR HISTORIC COST METHOD PREVIOUSLY USED. STEPS ARE GIVEN TO DETERMINE SUITABLE MEASURABLE WORK UNITS AND MEANS BY WHICH PRODUCTIVE AND NON-PRODUCTIVE TIME CAN BE REPORTED IN ORDER TO ANALYZE OPERATIONAL METHODS IN MORE DETAIL. THE MEANS OF ACHIEVING DESIRED QUALITY LEVELS AND THE WORK QUANTITIES NECESSARY TO MAINTAIN THEM ARE DISCUSSED. A BRIEF DISCRIPTION IS GIVEN OF THE TRAINING METHODS ADOPTED TO ENABLE IMPLEMENTATION OF THE SYSTEM WITHIN A LARGE HIGHWAY DEPARTMENT. /AUTHOR/]]></description>
      <pubDate>Fri, 30 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110578</guid>
    </item>
    <item>
      <title>NUMERICAL DETERMINATION OF STRESSES IN EARTH MASSES</title>
      <link>https://trid.trb.org/View/126731</link>
      <description><![CDATA[GENERAL NUMERICAL TECHNIQUES, ORIENTED TOWARD COMPUTER UTILIZATION, WERE DEVELOPED FOR ANALYZING STRESS DISTRIBUTIONS IN COMMONLY ENCOUNTERED FOUNDATION CONDITIONS. THESE CONDITIONS INCLUDE THE EFFECT OF RIGID BOUNDARIES, MIXED BOUNDARIES, NONHOMOGENEOUS MATERIALS, AND TIME- DEPENDENT MATERIAL CHARACTERISTICS. RESULTS FOR VARIOUS PROBLEM AREAS ARE GIVEN.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126731</guid>
    </item>
    <item>
      <title>THE MEASUREMENT OF VEHICULAR BENEFITS</title>
      <link>https://trid.trb.org/View/93094</link>
      <description><![CDATA[THE DIFFERENTIAL-BENEFIT STUDY WAS RESTRICTED TO THE BENEFITS REALIZED DIRECTLY BY MOTOR VEHICLE USERS BECAUSE THE PURPOSE OF THE STUDY WAS TO ALLOCATE MOTOR-VEHICLE-TAX RESPONSIBILITY FOR THE FEDERAL-AID PROGRAM IN PROPORTION TO THE BENEFITS TO BE DERIVED BY VEHICLES IN THE VARIOUS TYPE AND WEIGHT GROUPS. THIS STUDY EXAMINED WHAT WAS PRODUCED IN THE DIFFERENTIAL-BENEFIT SURVEY AND EXPLORED THE MEANS OF MEASUREMENT OF VEHICULAR BENEFITS AND COSTS. MEASUREMENTS OF RUNNING COST, THE VALUE OF TIME, AND TRAFFIC FLOW IMPEDANCE ARE DIFFICULT BUT THE ESTIMATES OF FUTURE BENEFITS ARE EVEN MORE DIFFICULT. THE FACTORS TENDING TO REDUCE BENEFITS BOTH DURING THE CONSTRUCTION PERIOD AND AS TIME GOES ON AFTER THE COMPLETION OF THE IMPROVEMENT MUST BE TAKEN INTO ACCOUNT WHEN NEW PROCEDURES ARE DEVELOPED.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93094</guid>
    </item>
    <item>
      <title>REMARKS ON THE THEORY OF THE DEFORMABILITY OF COHESIVE SOILS (IN RUSSIAN)</title>
      <link>https://trid.trb.org/View/127009</link>
      <description><![CDATA[AFTER RECALLING THAT DEFORMATION PROBLEMS IN SOIL MECHANICS ARE SOLVED BY ELASTIC THEORY AND FAILURE PROBLEMS BY THE THEORY OF RIGID-PLASTIC BODIES, AN ATTEMPT IS MADE TO ESTABLISH SOME GENERAL LAWS CONCERNING STRESS STRAIN RELATION FOR VARIOUS TYPES OF COHESIVE SOIL. THESE LAWS, WHICH ARE APPLICABLE TO INITIAL LOADING AND SMALL DEFORMATIONS ONLY, UTILIZE HENCKY RELATIONS FOR SOILS WHICH SHOW BOTH FRICTION AND COHESION. TWO CASES ARE TAKEN INTO ACCOUNT: IN THE FIRST, BEHAVIOR IS A TIME-DEPENDENT FACTOR, IN THE SECOND BEHAVIOR IS INDEPENDENT OF TIME. THESE LAWS ARE BASED ON THE FACT THAT, IN SOIL, TENSILE STRENGTH IS NOT EQUAL TO COMPRESSIVE STRENGTH. A NUMBER OF EXPERIMENTAL RESULTS ILLUSTRATE THE LAWS, AND A FEW SPECIFIC CASES ARE STUDIED AS EXAMPLES. /LCPC/RRL/]]></description>
      <pubDate>Thu, 27 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127009</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>PHILOSOPHY OF TESTING PROGRAMS</title>
      <link>https://trid.trb.org/View/110285</link>
      <description><![CDATA[TEST PROGRAMS ARE DESIGNED TO ESTABLISH PRODUCT BEHAVIOR PATTERNS WITH ENOUGH RELIABILITY TO ESTABLISH WARRANTIES. ATTEMPTS TO DECREASE THE TIME FACTOR ALSO DECREASE DATA RELIABILITY. PAINT FILM FAILURE IS SO COMPLEX THAT ARRHENIUS OR EYRING METHODS CANNOT BE APPLIED. RELIABILITY IS DEPENDENT ON MAINTAINING THE PROPER RELATIONSHIP OF MANY STRESSES, TO KEEP THE FAILURE MODES IN PROPORTION. PRESENT ACCELERATED METHODS FAIL IN THIS RESPECT. A NEW APPROACH IS PROPOSED, MAINTAINING A NORMAL BALANCE OF STRESSES, AND USING SENSITIVE INSTRUMENTATION TO DETECT EARLY CHANGES WHICH CAN BE CALIBRATED AND EXTRAPOLATED TO PREDICT SERVICE LIFE UNDER NORMAL END-USE CONDITIONS. /AUTHOR/]]></description>
      <pubDate>Thu, 25 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110285</guid>
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