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  • Articles  (25)
  • Springer  (25)
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  • 1980-1984  (25)
  • 1982  (25)
  • Architecture, Civil Engineering, Surveying  (25)
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  • Articles  (25)
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  • 1980-1984  (25)
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  • 1
    Publication Date: 1982-03-01
    Print ISSN: 0570-1864
    Electronic ISSN: 1432-0592
    Topics: Architecture, Civil Engineering, Surveying , Geography , Economics
    Published by Springer
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  • 2
    ISSN: 1432-0592
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geography , Economics
    Type of Medium: Electronic Resource
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  • 3
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    Fire technology 18 (1982), S. 174-186 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract A study was undertaken to investigate the use of ASTM E 108 (NFPA 256, UL 790), Fire Tests of Roof Coverings, for testing roofmounted solar energy collectors. Data are presented showing the results of the testing conducted. An evaluation of the testing procedures as they apply to roof-mounted solar collectors is given.
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  • 4
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    Springer
    Transportation 11 (1982), S. 131-152 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Parking management strategies have traditionally been used as a means of accommodating traffic demand, with little or no effort made to identify how such strategies might relate to other urban objectives. In this paper, parking management strategies are classified according to the control they exert over the amount of aggregate parking supply, access to parking, spatial distribution of parking supply, or dollar price of parking. Six general categories of urban policy objectives are identified, and the relationship between parking strategies and these objectives analyzed. The parking program in Baltimore is used to illustrate some of the relationships identified in this analysis. This paper concludes that the linkage between parking and the attainment of some urban objectives is potentially quite strong, and that further empirical research is needed to fully establish this relationship. Several different directions for further research are also identified.
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  • 5
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    Transportation 11 (1982), S. 173-187 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract After nearly a half century of federal and state regulation, the U.S. intercity bus industry is the subject of proposals which would drastically reduce the extent of governmental control over fare setting, service abandonment, and market entry. An essential requirement for understanding how these regulatory changes might affect the industry is knowing the extent to which economies of scale are present in the provision of intercity bus services. This paper reports on the analysis of economies of scale for both Class I firms and for Class II and III firms. The results show nearly constant returns to scale beyond very low output levels but very strong dependence on the mix of charter and regular-route service provided.
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  • 6
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract An important characteristic of urban transportation policy and planning today is the increasing role that the private sector is playing in identifying and implementing transportation projects. For example, a recent examination of the possible forms of such involvement found that there were four major categories of action that could be used to classify recent private-sector efforts in urban transportation: (1) aid to and/or provision of transportation services; (2) formation of advocacy or advisory groups whose purpose is to influence public policy; (3) sponsorship of transportation studies; and (4) provision of management assistance to public agencies (Gordon, 1982). In many of these efforts, the successful implementation of a project or program required close cooperation between public and private-sector officials. The purpose of this paper is to examine the characteristics of this interaction and explore the implications for transportation planning and policy. Examples of public/private-sector interaction in two Connecticut cities, Hartford and Stamford, are used to illustrate the characteristics of successful transportation program implementation. Although the examples are limited to two cities, and are mainly concerned with one major category of action (ridesharing), the characteristics of the process used and of the results can be applied to other situations where public/privatesector interaction is desired.
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  • 7
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    Rock mechanics and rock engineering 15 (1982), S. 57-66 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Notes: Summary A Note on the Goodman Jack Reconnaissance experiments, performed to evaluate the practical utility of the hard-rock variety of the Goodman Jack, reveal that the Hustrulid-T* correction adequately reconciles the discrepancy between the measured and true deformation modulus of the rock mass in the range of 30 to 50 gigapascals.
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  • 8
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    Rock mechanics and rock engineering 14 (1982), S. 201-207 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Summary Simplified Static Calculation of the Tunnel Roof in Non-Fissured Rock The aim of the theory presented here is to establish a relation between the shear parametersc andφ of the ground as measured in the laboratory and the stability of a tunnel. Starting from the plausible assumption that the stress trajectories are parallel and perpendicular to the tunnel surface and using the well known equilibrium Eq. (1) the differential Eq. (2) is derived. If we further assume that the strength of the ground is fully mobilized thenσ x −σ ž =(2c cosφ+2σ z sinφ)/(1—sinφ) holds, such that Eq. (9) follows, which can be solved to obtain Eq. (10). Herebyr denotes the curvature radius at the roof andpi is the normal stress acting upon the tunnel surface. For vanishingpi, i. e. for a tunnel without permanent lining, the requirement of no tension stresses in the ground can be fulfilled, if the cohesionc equals or exceeds the valueγ r (1—sinφ)/cosφ. Otherwise a permanent lining supplying the stresspi according to Eq. (11) must be provided for. In the following the bearing action of shotcrete lining (thicknessd) is analysed. Eq. (8) derived from Eq. (4), shows that the radial stress acting between shotcrete lining and ground depends mainly on the strengthβ D of shotcrete but not on the strength of the ground nor on the overlying weight. This fact and the obtained numerical values agree with worldwide observations reported by L. Müller. The ground deformation mobilizing the shotcrete strength must take place simultaneously with the build up of this strength. If the ground deformation comes off as long as the shotcrete strength is small then no considerable stress acting between lining and ground can be expected. If, in the other case, ground deformation goes on after the mobilization of the final shotcrete strength, the lining is due to brittle fracture.
    Abstract: Résumé Calcul de la stabilité de la voute d'un tunnel dans une roche non fissurée Le but de cet article est d'établir une relation entre les paramètresc etφ et la stabilité d'un tunnel à partir d'une hypothèse simple. En posant que les lignes isostatiques dans l'environnement immédiat du tunnel sont parallèles ou orthogonales à ses bords on montre que pour un tunnel sans soutènement, n'apparaissent pas de contraintes de traction dans le massif, si la cohésionc est supérieure à la valeurγ r (1—sinφ)/cosφ. Dans cette formuleγ est le poids volumique de la roche,φ son angle de frottement etr le rayon de courbure au sommet de la voute du tunnel. Si des contraintes de traction apparaissent dans une roche finement fissurée ou décomposé, il faut craindre des éboulements. L'équation (11) donne la résistance due au soutènementpi nécessaire au cas où la cohésion n'atteint pas la valeur indiquée plus haut. La théorie décrite ici donne un modèle représentant l'action du revêtement en béton projeté; elle explique en outre le fait remarquable que les contraintes de contact entre la roche et le soutènement mesurées soient indépendantes de la couverture et de la résistance mécanique de la roche.
    Notes: Zusammenfassung Vereinfachte statische Berechnung der Firste eines Tunnels in massigem Fels Ziel dieser Arbeit ist es, die Parameter der Gebirgsfestigkeitc undϕ aufgrund eines einfachen Ansatzes zur Stabilität eines Tunnels in Beziehung zu bringen. Ausgehend von der sinnvollen Annahme, daß die Spannungstrajektorien in der unmittelbaren Umgebung der Tunneloberfläche parallel bzw. senkrecht zu ihr verlaufen, wird gezeigt, daß bei einem Tunnel ohne Ausbau solange keine Zugspannungen im Gebirge entstehen, wie die Kohäsionc den Wertγ r (1—sinφ)/cosφ überschreitet. Hierbei sindγ undφ das spezifische Gewicht und der Reibungswinkel des Gebirges,r ist der Krümmungsradius an der Firste. Treten Zugspannungen im kleingeklüfteten oder mürben Gebirge auf, so muß mit Verbruch gerechnet werden. Gl. (11) gibt den statisch erforderlichen Ausbauwiderstandpi an, falls die Kohäsion den o. g. Wert nicht erreicht. Die hier dargelegte Theorie liefert ein Modell für die Wirkungsweise der Spritzbetonsicherung; dabei wird auch die auffallende Tatsache erklärt, daß die gemessenen Kontaktspannungen zwischen Gebirge und Sicherungsschale unabhängig von der Überlagerung und der Gebirgsfestigkeit sind.
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  • 9
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    Materials and structures 15 (1982), S. 185-194 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Description / Table of Contents: Résumé Cet article traite d’une nouvelle caractéristique de qualité des granulats, l’eau caractéristique (CW) qui représente la quantité d’eau indiquée par un essai type, qui recouvre la surface des particules et qui est partiellement absorbée. CW est proportionnel à la surface spécifique et doit être pris en compte pour ce qui regarde la dimension, la forme, la texture et l’absorption d’eau immédiate du granulat. Autrement dit, pour toutes les propriétés qui déterminent aussi bien la quantité d’eau que les caractéristiques de comptage du béton frais. On a mis au point une méthode de détermination de CW sur un échantillon significatif de 5 kg de granulat au moyen d’un équipement simple et robuste. En même temps, on détermine le poids spécifique apparent, la proportion de pores remplis d’air et la densité. Il est apparu que CW est lié aux principales propriétés du granulat du béton frais et du béton durci. Les courbes de variation de ces propriétés en fonction de CW montrent des points significatifs (maxima ou minima) suivant la propriété étudiée (dimension du granulat, teneur en ciment, etc.). Les valeurs de CW correspondant à ces points significatifs sont à peu près les mêmes. Leur valeur moyenne représente lavaleur optimale de l’eau caractéristique CWB. Par conséquent, un béton dont le granulat a été incorporé de telle sorte qu’il acquiert cette valeur CWB montrera les meilleures performances aussi bien à l’état frais qu’à l’état compacté. On présente ici deux applications de cette propriété fondamentale de CW: le contrôle de qualité et le dosage du béton. Cette condition CWB peut être satisfaite par un granulat à granulométrie continue ou discontinue.
    Notes: Abstract The paper presents a new quality characteristic of aggregate the characteristic water (CW): a method to determine it and two of its applications: to the control of the quality of aggregate and to the mix proportioning of concrete. The CW represents “the amount of water resulting from a standard test, which covers the surface of the particles and partially satisfies their absorption”. The CW is proportional to the specific surface and is taking into account size, shape, texture and immediate water absorption of aggregate. The method used to determine CW is carried out on a significant sample of 5kg aggregate, using a simple and robust device. The reliability of the method has proved very satisfactory.
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  • 10
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    Materials and structures 15 (1982), S. 469-473 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Description / Table of Contents: Summary Determination of mechanical properties of concretes subjected to tensile loading constant in time. The first research phase consisted of studying the deformations of calcite and expanded clay microconcrete test pieces. By measuring with strain gauges the elongation of the test pieces along the casting axis, it was possible to determine the modulus of longitudinal deformation, the degree of reversibility and the failure of materials under tensile load. It then becomes obvious that the concrete behaviour is practically linear and brittle, not being reversible even for very small loads. This seems due to the presence of microcracks and micropores existing in the material before application of loads. When these tensile loads (=25 and 50% failure) are kept constant in time, the total deformation (under loading) and the residual deformation (after unloading) are seen to vary in a quite identical way and they tend towards a limit after about 60 days. Observation shows that creep deformation is practically equal to residual deformation. The tensile load has therefore produced irreversible elongation over time. This phenomenon arises from the redistribution of internal stresses which are modified by water migration in the material. After creep a modification of concrete mechanical properties is observed. Indeed, once the creep deformation stabilized and after unloading of samples, resuming testing reveals an increase of modulus of longitudinal deformation and the reversibility of the materials. Tensile creep has therefore brought about concrete consolidation with respect to tensile deformation. On the other hand the stresses characterizing the failure of the test piece are practically not modified. Creep deformation directly linked to water movements in the concrete are more extensive in lightweight aggregate concretes because their pore structure is more pronounced.
    Notes: Résumé Nous nous proposons d'étudier l'influence du temps de chargement sur les propriétés mécaniques d'un microbéton de calcite et un béton d'argile expansée soumis à des efforts de traction. La mesure des déformations totales et résiduelles montre que l'allongement des éprouvettes sous la charge de traction est un phénomène irréversible qui provoque une modification des caractéristiques mécaniques des matériaux. Après fluage, on observe une légère consolidation du matériau qui se traduit par une augmentation du module de déformation longitudinale et une meilleure réversibilité du béton.
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