<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7VWx0aW1hdGUgc3RyZW5ndGggZGVzaWduJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7VWx0aW1hdGUgc3RyZW5ndGggZGVzaWduJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    </image>
    <item>
      <title>SIZE DEPENDENCE OF STRENGTH AND FRACTURE PROPERTIES OF BRICK MASONRY WALLS. DISCUSSION AND CLOSURE</title>
      <link>https://trid.trb.org/View/542622</link>
      <description><![CDATA[A discussion of a paper with the aforementioned title by A. Carpinteri, B. Chiaia, and P. Bocca, published in this journal (Volume 123, Number 8, August 1997), is presented.  The discusser argues that the theoretical description of the size effect presented in the paper is invalid.  Discussion is followed by closure from the authors.]]></description>
      <pubDate>Mon, 11 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542622</guid>
    </item>
    <item>
      <title>SIZE DEPENDENCE OF STRENGTH AND FRACTURE PROPERTIES OF BRICK MASONRY WALLS</title>
      <link>https://trid.trb.org/View/577273</link>
      <description><![CDATA[The problem of size dependence of the fracture properties in brick masonry structures is addressed.  The constitutive heterogeneity of the material seems to be responsible for this effect, which provides multiscale cooperation as fracture develops.  Three-point bending tests have been carried out on notched masonry walls with five different sizes, and the nominal ultimate strength and fracture energies have been computed according to conventional theories.  It is shown that the multifractral hypothesis for the composite mesostructure of the masonry allows for the proper determination of the scaling regimes of these physical quantities.  By means of two multifractal scaling laws, for strength and toughness, respectively, the asymptotic values of these quantities, valid for real-sized structures, and the threshold scale between the disordered regime and the homogeneous one can be determined.]]></description>
      <pubDate>Wed, 20 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577273</guid>
    </item>
    <item>
      <title>JAPANESE 'PRESSS' DESIGN GUIDELINES FOR REINFORCED CONCRETE BUILDINGS</title>
      <link>https://trid.trb.org/View/462070</link>
      <description><![CDATA[This paper briefly introduces an ultimate strength design method for reinforced concrete buildings on the basis of the capacity design concept. A design guideline was developed in Japan as a part of the U.S.-Japan PRESSS (Precast Seismic Structural System) project. The design for earthquake loading is specified for the serviceability limit state and ultimate limit state. This paper introduces the concept of earthquake resistant design for the ultimate limit state using a nonlinear static analysis under monotonically increasing force.]]></description>
      <pubDate>Tue, 18 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462070</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF COMBINATION PEDESTRIAN-TRAFFIC BRIDGE RAILINGS</title>
      <link>https://trid.trb.org/View/425377</link>
      <description><![CDATA[Two bridge railing designs have been developed for use in urban areas.  The railings consist of concrete parapets with metal railings mounted on top of the parapet.  The parapets facilitate transfer of post loads into the bridge deck and the metal railing portion permits visibility through the railing.  The railings were designed by ultimate-strength methods of analysis. Prototypes of each design were subjected to full-scale crash tests when they were mounted on 8-in. (20.3-cm)-high, 5-ft (1.5 m)-wide sidewalks and when they were mounted flush on simulated bridge decks.  Acceptable performance was obtained in all tests.]]></description>
      <pubDate>Fri, 19 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425377</guid>
    </item>
    <item>
      <title>USE OF HIGH STRENGTH REINFORCING STEEL IN BRIDGES</title>
      <link>https://trid.trb.org/View/105287</link>
      <description><![CDATA[DESCRIBES THE EXPERIMENTAL CONTINUOUS CONCRETE GIRDER BRIDGE BUILT IN HILL COUNTY, TEX., IN WHICH HIGH STRENGTH REINFORCING STEEL WAS USED. A BRIEF DESCRIPTION OF THE INSTALLATION OF ELECTRIC STRAIN GAGES, INSTRUMENTATION, AND TEST PROCEDURES IS PRESENTED. FEATURES OF THE STRUCTURAL ANALYSIS AND A COMPARISON OF THE ULTIMATE STRENGTH DESIGN WITH THE ELASTIC DESIGN ARE GIVEN. DEFLECTIONS AND CRACK FORMATIONS ARE DISCUSSED. /RRL/A/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105287</guid>
    </item>
    <item>
      <title>STRENGTH EFFECT OF CUTTING OFF TENSION BARS IN CONCRETE BEAMS</title>
      <link>https://trid.trb.org/View/98378</link>
      <description><![CDATA[SIXTY-FOUR CONCRETE BEAMS REINFORCED WITH NO. 8 OR NO. 11 BARS (LARGELY A432) WERE TESTED AS SIMPLE BEAMS. MOST OF THESE HAD BARS CUT OFF AT THE MINIMUM POINT FOR MOMENT OR AT 12D OR 15D BEYOND SUCH POINTS. SOME, FOR COMPARISON, CONTAINED FULL LENGTH BARS OR BARS BENT UP. THE MAJORITY OF THE BEAMS WITH BARS CUT OFF WERE DESIGNED TO BE BALANCED AT ULTIMATE IN FLEXURAL STRENGTH, SHEAR STRENGTH, AND BOND STRENGTH. WITH BARS CUT OFF AND NO REMEDIAL STEPS, ONLY 2 BEAMS OUT OF 33 DEVELOPED THE DESIGN ULTIMATE STRENGTH. THE LOSSES RANGED IN THE ORDER OF 15 TO 25 PERCENT, WITH ONE BEAM SHOWING MORE THAN 40 PERCENT. WITH BARS BENT UP NO DEFICIENCIES OCCURRED. THE ADDITION OF EXTRA STIRRUPS IMPROVED THE WEAK BEAMS, BUT STIRRUP EFFECTIVENESS IN REPLACING STRENGTH WAS ONLY ABOUT HALF THE NORMAL IN THE Y PLANE EVALUATION. DESIGN RECOMMENDATIONS BASED ON THE USE OF THE ACI BUILDING CODE ALLOWABLES FOR BOND AND SHEAR STRESSES ARE MADE FOR BEAMS WITH BARS CUT OFF. DESIGNS SHOULD BE BASED ON A TYPICAL 30 PERCENT LOSS OF SHEAR STRENGTH WHERE BARS CUT OFF, A 20 PERCENT LOSS WHERE HEAVY STIRRUPS ARE ALREADY PROVIDED (RF IN THE Y PLANE APPROXIMATELY EQUALS 130 PSI), AND A 10 PERCENT LOSS FOR SLABS 12 IN. OR LESS IN THICKNESS. IF REMEDIAL STIRRUPS ARE USED, THEY SHOULD PROVIDE AN RF Y IN THE Y PLANE ADEQUATE TO CARE FOR TWICE THE INDICATED SHEAR DEFICIENCY AND IN NO CASE LESS THAN 100 PSI. /AUTHOR/]]></description>
      <pubDate>Tue, 04 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98378</guid>
    </item>
    <item>
      <title>NEW DESIGN TECHNIQUES EXTEND CONCRETE USEFULNESS</title>
      <link>https://trid.trb.org/View/95536</link>
      <description><![CDATA[PROGRESS IN CONCRETE TECHNOLOGY AND CONSTRUCTION OVER THE PAST 50 YEARS IS REVIEWED. PRESTRESSING AND PRECAST CONCRETE , ULTIMATE STRENGTH DESIGN, THE DISCOVERY OF AIR-ENTRAINED CONCRETE, THE USE OF SOIL CEMENT AND EVOLUTION OF THE SLIP- FORM PAVER HAVE REVOLUTIONIZED HIGHWAY AND CHANNEL PAVING. WITHIN THE PORTLAND CEMENT INDUSTRY BASIC AND APPLIED RESEARCH SECTIONS ARE CONSTANTLY SEARCHING FOR BETTER METHODS AND BETTER PRODUCTS.]]></description>
      <pubDate>Thu, 15 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95536</guid>
    </item>
    <item>
      <title>ULTIMATE STRENGTH DESIGN FOR HIGHWAY BRIDGES</title>
      <link>https://trid.trb.org/View/98076</link>
      <description><![CDATA[AN ULTIMATE STRENGTH DESIGN METHOD FOR HIGHWAY BRIDGES IS PRESENTED. HIGHWAY BRIDGES HAVE VARIABLE LIVE LOAD CAPACITY, AND THE SMALLER BRIDGES CONTROL HIGHWAY SYSTEM CAPACITY. IT IS DEMONSTRATED THAT THE PRESENT MINIMUM CAPACITY IS 2.0 LIVE LOADS. A LOWER BOUND LOADING OF 1.5 DEAD LOADS PLUS 2.0 LIVE LOADS IS ADVOCATED FOR ALL COMMON BRIDGES. THIS LOADING IS APPLIED TO CONCRETE DECKS, REINFORCED CONCRETE GIRDERS, PRESTRESSED GIRDERS, COMPOSITE STEEL GIRDERS, TRUSSES, AND SUBSTRUCTURES. THESE HAVE INTERMEDIATE GRADE REINFORCING STEEL AND A36 STRUCTURAL STEEL. CONCRETE GIRDER BRIDGES CAN BE COMPLETELY DESIGNED USING EXISTING SPECIFICATIONS. DEVELOPMENT WORK REMAINS TO BE DONE ON STEEL GIRDER BRIDGES AND TRUSSES. THE PROPOSED DESIGN METHOD OFFERS CONSISTENT SERVICE RATINGS AND MATERIAL ECONOMICS IN ALL COMMON BRIDGE TYPES. THE SAVINGS ARE ESTIMATED TO BE 4 PER CENT OF THE NATIONAL BRIDGE BUDGET. /AUTHOR/]]></description>
      <pubDate>Sun, 05 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98076</guid>
    </item>
    <item>
      <title>THE BEHAVIOR AND PERFORMANCE OF ASPHALT PAVEMENTS WITH LIME- FLY ASH-AGGREGATE BASES</title>
      <link>https://trid.trb.org/View/104865</link>
      <description><![CDATA[THE FIELD PERFORMANCE IS EXAMINED OF SEVERAL PAVEMENTS WITH POZZOLANIC MATERIALS AND THE ESTIMATED STRENGTH OF THE PAVEMENT IN THE FIELD IS COMPARED WITH THE REQUIRED STRENGTH OR THICKNESS INDICATED BY THE PROPOSED DESIGN PROCEDURE. A TOTAL OF 16 PAVEMENTS ARE EXAMINED. THESE INCLUDE PAVEMENTS WITH BOTH LIGHT AND HEAVY TRAFFIC, AND BOTH OVERDESIGNED AND UNDERDESIGNED PAVEMENTS. PROPERTIES ARE REVIEWED OF POZZOLANIC MATERIALS. THE FIELD PERFORMANCE OF THE PAVEMENTS WITH POZZOLANIC BASE MATERIALS ARE REVIEWED AND A DISCUSSION PRESENTED OF THE SIGNIFICANCE OF THE FINDINGS. IT IS APPARENT FROM THE PAVEMENTS EVALUATED THAT IF THE ULTIMATE STRENGTH OF THE BASE LAYER UNDER EDGE LOAD IS FROM 1.5 TO 2.0 TIMES THE APPLIED WHEEL LOAD THE PAVEMENTS ARE LIKELY TO GIVE GOOD PERFORMANCE. A MAJOR FACTOR IN THE DISTRESS OF MANY EARLY PAVEMENTS APPEARS TO BE POOR WORKMANSHIP. MANY OF THESE PAVEMENTS MADE WITH LIME-FLYASH-AGGREGATE MATERIALS WERE CONSTRUCTED WITH MAKESHIFT CREWS AND POOR CONSTRUCTION EQUIPMENT. WELL COMPACTED LIME-FLYASH-AGGREGATE MIXTURES ARE GENERALLY HIGHLY STABLE AND CAN FUNCTION AS A STANDARD FLEXIBLE PAVEMENT UNTIL THE MATERIAL TAKES SUFFICIENT SET TO CAUSE IT TO DEVELOP SLAB ACTION. THE THICKNESS OF THE BASE LAYERS IS GENERALLY ADEQUATE TO DISTRIBUTE THE LOAD SO LONG AS THE SUB-GRADE REMAINS FIRM. SOME PROBLEM OF SHRINKAGE CRACKING HAS BEEN OBSERVED WITH THE LIME FLYASH-AGGREGATE MATERIALS. EXPERIENCE SHOWS THAT IF THESE MATERIALS ARE COMPACTED TO 100 PERCENT OF STANDARD DENSITY, AND IF THE MOISTURE CONTENT IS HELD TO OPTIMUM OR BELOW, THE PROBLEM OF SHRINKAGE CRACKS IS LARGELY OVERCOME AND THE CRACKS WHICH DO DEVELOP ARE MORE A CONCERN OF APPEARANCE THAN OF PAVEMENT PERFORMANCE. THE STUDY DOES INDICATE THAT THE ULTIMATE STRENGTH APPROACH FOR THE DESIGN OF ASPHALT PAVEMENTS WITH POZZOLANIC MATERIALS IS SUCCESSFUL. IN FACT, IT WOULD APPEAR THAT THIS APPROACH IS MORE SUITABLE FOR USE WITH MATERIALS WHICH ATTAIN A MAJOR PORTION OF THEIR STRENGTH AT AN EARLY AGE AND ARE MORE SUSCEPTIBLE TO FATIGUE FAILURE WITH THE LOADS APPLIED OVER A LONG PERIOD OF TIME. MANY SOIL CEMENT MIXTURES AND LEAN CONCRETES WOULD FALL IN THIS CATEGORY.]]></description>
      <pubDate>Tue, 24 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104865</guid>
    </item>
    <item>
      <title>SOME PROBLEMS IN INELASTICITY OF CONCRETE AND ITS BEHAVIOR UNDER LOADING</title>
      <link>https://trid.trb.org/View/95805</link>
      <description><![CDATA[THE ORIGIN OF PSEUDO-PLASTICITY OF CONCRETE IS EXPLAINED WITH REFERENCE TO MICRO-CRACKING. FACTORS DETERMINING THE SHAPE OF THE STRESS-STRAIN CURVE FOR CONCRETE AND THE IMPORTANCE OF THIS CURVE IN ULTIMATE STRENGTH DESIGN ARE CONSIDERED. THE MAIN AREAS OF CURRENT INTEREST WITH REGARD TO THE BEHAVIOUR OF CONCRETE UNDER SUSTAINED LOADING ARE DISCUSSED. SPECIAL REFERENCE IS MADE TO STRENGTH AND CREEP. TOPICS FOR FUTURE RESEARCH ARE SUGGESTED. /RRL/]]></description>
      <pubDate>Fri, 01 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95805</guid>
    </item>
    <item>
      <title>ULTIMATE STRENGTH DESIGN OF MULTI-CELL RECTANGULAR REINFORCED CONCRETE BRIDGE PIERS</title>
      <link>https://trid.trb.org/View/103064</link>
      <description><![CDATA[THEORY IS PRESENTED FOR THE ULTIMATE STRENGTH DESIGN OF THIN-WALL, MULTICELL, RECTANGULAR REINFORCED CONCRETE BRIDGE PIERS WHEN SUBJECTED TO COMPRESSION AND BIAXIAL BENDING. THE ANALYSIS IS BASED ON THE SUB-DIVIDION OF A PIER CROSS- SECTION INTO MANY DISCRETE PARTS AND THE SUM OF THE FORCES ACTING ON THESE ELEMENTAL AREAS BY MEANS OF COMPUTER. DATA WERE GENERATED FOR THE PREPARATION OF CHARTS FOR THE ULTIMATE STRENGTH DESIGN OF BOTH HOLLOW RECTANGULAR AND TRIPLE BOX SECTIONS. DESIGN CHARTS FOR TWO DIFFERENT WIDTH TO DEPTH RATIOS ARE INCLUDED FOR THE SIMPLIFICATION OF THE DESIGN PROCEDURE. /AUTHOR/]]></description>
      <pubDate>Mon, 31 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103064</guid>
    </item>
    <item>
      <title>ULTIMATE STRENGTH DESIGN</title>
      <link>https://trid.trb.org/View/105290</link>
      <description><![CDATA[THE BEHAVIOR OF CONCRETE SECTIONS AT FAILURE IS CONSIDERED AND THE VALIDITY OF ULTIMATE STRENGTH DESIGN METHODS DEMONSTRATED. THE DIFFICULTIES EXPERIENCED BY DESIGN ENGINEERS IN APPLYING EXISTING CODE FORMULAS ARE SUMMARIZED. AN UNDERSTANDING OF THE BASIC PRINCIPLES OF ULTIMATE STRENGTH METHODS LEADS TO RAPID AND DIRECT DESIGN. NUMERICAL PROCEDURES SUITABLE FOR DESIGN OFFICE USE ARE SUGGESTED AND ILLUSTRATED BY EXAMPLES. THE ARGUMENT IS ADVANCED THAT CODES OF PRACTICE MIGHT PRESENT THE BASIC PRINCIPLES AND REQUIRED EMPIRICAL DATA, AND AVOID DIFFICULT ALGEBRAIC FORMULAS.]]></description>
      <pubDate>Thu, 27 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105290</guid>
    </item>
    <item>
      <title>COST-EFFECTIVE CONCRETE BOX CULVERT DESIGN. FINAL REPORT</title>
      <link>https://trid.trb.org/View/280956</link>
      <description><![CDATA[This investigation critically examined the provisions of the American Association of State Highway and Transportation Officials (AASHTO) 1983 Standard Specifications for Highway Bridges, relative to design of reinforced concrete box culverts (RCB).  Three major areas were studied:  (1) soil pressures, (2) live loads, and (3) design methods.  The soil pressure analysis was performed by computer finite element modeling, taking into account soil-structure interactions. Equations were developed for approximate estimation of soil loads.  It was found that the resulting pressures were considerably higher than AASHTO-specified values.  This confirms results of earlier investigations by others.  The AASHTO provisions for wheel loads, or live loading, were analyzed using Boussinesq's theory and influence surface techniques.  Load distribution through roadway pavement, if any, and through soil fill were considered.  AASHTO recommendation for distribution through soil were found to be rational, except that sudden changes between various soil fill depth zones were causing irrational designs near zone limits.  Recommendations were developed to eliminate these discrepancies.  Finally, it was found that the ultimate strength design approach was superior to the working stress design method.  In addition to providing a uniform safety margin against failure throughout the culvert, it can result in significant material savings.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/280956</guid>
    </item>
    <item>
      <title>ELASTIC-PLASTIC-SOFTENING ANALYSIS OF PLANE FRAMES</title>
      <link>https://trid.trb.org/View/205802</link>
      <description><![CDATA[Plastic collapse theory is nowadays accepted as a basis for limit load designing of steel frame structures.  For reinforced concrete structures, the limited rotational capacity of hinges at plastic moment has hindered the substitution of limit design based on plastic theory for the existing ultimate strength design method.  A rigorous collapse load analysis requires a knowledge of the behaviour of plastic hinges up to advanced curvatures.  Concrete sections characteristically soften, that is the bending moment capacity decreases with increasing curvature after the end of the plastic plateau.  It is possible for some sections of a frame to soften before the ultimate collapse load is reached. In this report, a direct stiffness method incorporating softening is used to find collapse loads of frames in which softening occurs.  An existing computer program is modified to serve the above purpose.  The report is divided into three parts.  The first part is a review of those aspects of flexural mechanics of reinforced concrete which provide the rationale and the input data for the computer program.  The second part is a general description of program paws, derived from ularc, with the major modifications required to take softening into account.  The third part demonstrates some applications of the programs. The computer program and sample input and output are included as appendices.  (Author/TRRL)]]></description>
      <pubDate>Fri, 30 Nov 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/205802</guid>
    </item>
    <item>
      <title>GUIDE FOR THE DESIGN AND EXECUTION OF PRESTRESSED CONCRETE STRUCTURES. EP-77 PRESTRESSING</title>
      <link>https://trid.trb.org/View/152003</link>
      <description><![CDATA[The aim of this guide is to standardize the criteria governing prestressed concrete techniques and to help project and construction engineers.  It has 76 articles presented in 15 chapters dealing with the design, construction and control of structures.  The chapter headings are as follows: (1) introduction: field of application, definitions, limit states, classification of prestressed structures as a function of use.  (2) materials: cement, water, aggregates, admixtures, concrete, reinforcement, prestressing systems, anchorage and assembly of prestressing reinforcement by anchored cable, ducts and accessories, injection grouts.  (3) construction: formworks and scaffoldings, moulds, installation of the reinforcement (passive or active), proportioning, manufacture and placing of concrete, concreting joints, concreting in cold weather and warm weather, curing, shrinkage of scaffoldings formworks and moulds, continuity elements between precast members, injection, protection against physical and chemical aggression.  (4) materials characteristics (steel and concrete, adhesion).  (5) behaviour: classification and characteristics.  (6) bases for calculation.  (7) calculation of equilibrium state limit.  (8) ultimate strength design.  (9) ultimate buckling state.  (10) ultimate fissuration design.  (11) ultimate deformation design.  (12) anchorage zones.  (13) structural elements. (14) materials control.  (15) control of execution.  Three appendices deal with annotations, definitions and test methods. (TRRL)]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152003</guid>
    </item>
  </channel>
</rss>