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  • Articles  (1,054)
  • Springer  (1,054)
  • 2020-2020
  • 1970-1974  (1,054)
  • 1945-1949
  • 1974  (519)
  • 1973  (535)
  • Architecture, Civil Engineering, Surveying  (1,054)
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  • Articles  (1,054)
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  • 2020-2020
  • 1970-1974  (1,054)
  • 1945-1949
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  • 1
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    Transportation 3 (1974), S. 147-164 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The current process for allocating federal funds within the transportation sector of the U. S. is dominated by concerns for territorial equity, administrative feasibility, technical feasibility, and national defense. Economic efficiency as a long range objective is conspicuous by its absence except insofar as it is embodied in the desire to “promote the commerce” of the nation. Federal allocations for highways, waterways, and maritime subsidies are declining relative to urban public transit, and Coast Guard navigation related expenditures. Environmental considerations and obvious failure in the case of maritime subsidies appear to be the major reasons. Airport and airway allocations will be subject to the same negative forces. The next massive transportation program to appear in the federal budget other than urban public transit is likely to involve the national railway system. The big question here is how the money will be handed out. Economists and planners so far appear to have had little interest or impact in this difficult and crucial area of public decision making.
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  • 2
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    Transportation 3 (1974), S. 165-182 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The purpose of this paper is to discuss various types of behavioral data of potential relevance to transit planning. In particular a distinction is drawn between behavorial information regarding feelings, attitudes, opinions, and the like and more sophisticated types of data dealing with individuals' intentions to respond in certain ways given certain configurations of stimuli (transportation variables). The former is shown to be an important input to incremental planning, i.e., where information as to system performance is desired. The latter is shown to be critical to decisions regarding manipulations of transit system parameters, i.e., where knowledge of the outcome of manipulating system parameters is desired. A methodological example as to how the first type of data — informational level data — can be collected and utilized in system planning is presented. Specifically, data collected along the lines of traditional attitude surveys is collected in an attempt to monitor changes in public “satisfaction” with the Iowa City, Iowa, bus system before and after major system innovations. Implications of the collection and analytical procedures are discussed.
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  • 3
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    Transportation 3 (1974), S. 185-192 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
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  • 4
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    Transportation 3 (1974), S. 243-254 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The analysis tests the utility of a simple regression approach in “postdictively” explaining transport development in West Malaysia from 1887 to 1968. The growth of the network is modelled as a process of contagious diffusion where transport densities of adjacent cells are used as predictor variables on a lagged basis. The partial regression coefficients provide measures of network orientation over time. The results demonstrate the importance of the contagion process in transport forecasting and provide equivalent levels of explanation when compared with a model which utilizes modernization indexes as predictor weights.
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  • 5
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    Transportation 3 (1974), S. 225-242 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract There are two ways in which new road schemes may influence capital expenditure on vehicles. Firstly, by improving utilisation of existing vehicles, the size of fleet needed to perform a given volume of work may be reduced. This will clearly reduce the amount of capital tied up in motor vehicles at any point in time, and to the extent that vehicle life is determined by age rather than mileage run, will also yield savings in terms of investment in new vehicles. Secondly, by generating additional road traffic, road schemes may lead to an increase in the stock of vehicles in use. This paper argues that the current treatment of vehicle depreciation and interest charges in U.K. cost data fails to allow correctly for either of these items. Errors of logic occur in the way in which the capital stock of vehicles is valued, and in the fact that certain overheads are ignored even when fleet size changes. Moreover, the empirical evidence supporting the current partitioning of depreciation into overhead and running cost components, and the assumption of constant hours in service after an increase in journey speed seems of doubtful validity. An alternative method of calculating vehicle capital costs, based on the concept of annual capital charge, and making explicit the assumptions with respect to vehicle utilisation, is advocated, and the sensitivity of results to the view taken of the latter is demonstrated by means of specimen calculations.
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  • 6
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    Transportation 3 (1974), S. 289-310 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract An experimental technique for exploring the sensitivity of transportation plan evaluations to forecasting and community value uncertainties is described. Three kinds of uncertainty — goal-achievement impacts, costs, and goal-weights — are included. Within a cost-effectiveness evaluation framework, an “on-line” capability for interactively and iteratively testing plan comparisons is outlined. A series of user-oriented computer instructions is developed to test plan comparison outcomes according to a wide variety of user-selected changes in impact forecasts, goal weights, and cost forecasts. A sample, hypothetical application of the technique is described. The technique is currently under further development by the San Diego Region Comprehensive Planning Organization.
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  • 7
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    Transportation 3 (1974), S. 323-334 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Evidence of the inability of transport models to elucidate policy is cited and reasons for this weakness are then suggested. Attention is drawn to the fundamental changes in both opinion and policy currently taking place. There is less concern with accessibility per se and rather more concern with the provision of adequate or minimum accessibility for certain social groups. More emphasis is placed also on the environmental aspects of transportation. The implications of these changes are outlined. It is not at all clear that the need to adapt and up-date models is appreciated widely enough. Finally, it is considered whether fundamental changes in methodology may help to make transport models more responsive to policy needs.
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  • 8
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    Transportation 3 (1974), S. 343-356 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper describes a disaggregate simultaneous destination and mode choice model for shopping trips. Following an introduction to the model structure and a review of the data, the results of five different model specifications are discussed. The models were estimated using data from two communities adjacent to Eindhoven, the Netherlands and utilise the multinomial logit model.
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  • 9
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    Transportation 2 (1973), S. 1-24 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Among the crises facing our society is the public's loss of confidence in technical professionals and their ability to make decisions about large-scale projects (such as highways) in the public interest. To overcome this crisis of confidence, this paper hypothesizes a model for the role of the technical professional in the process of reaching decisions about public actions. In evaluating technological projects with social consequences, one key issue is the differential incidence of impacts. Typically, some groups are hurt in order that others may benefit. Social equity must be considered explicitly. Such presently-used techniques as benefit-cost analysis and point-rating schemes are unsatisfactory. New techniques are needed, reflecting a more comprehensive model for the role of the technical team in the political process. A normative model is outlined. First, the objective of the technical process is defined: to achieve substantial effective community agreement on a course of action which is feasible, equitable, and desirable. Second, a process for achieving this objective is proposed. A key element of this process is a four-phase strategy of technical and community interaction activities to achieve the objective. The basic premise of this approach is that the role of the technical team is to clarify the issues of choice, to assist the community in determining what is best for itself. This theoretical model has resulted in several practical products. A procedural guide for use by highway and transportation agencies has been prepared, and a number of specific operational techniques have been developed and are included in the guide. The procedural guide is now being field-tested in several state highway departments. The theoretical model has already been useful in identifying, in one highway department, opportunities for significant changes in the agency's mission, organization and procedures to enable it to be more responsive to public concerns. The theoretical model also has served as the basis for the development of federal guidelines for consideration of social, economic and environmental factors in highway planning and decision-making, in all of the state highway departments in the U.S.
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  • 10
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    Transportation 2 (1973), S. 25-52 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper draws together empirical evidence from a variety of sources about the magnitudes of transit price elasticities and cross-elasticities. A number of different practical measures of demand elasticity are first defined and some expectations about magnitude are discussed. Evidence is then collated from the analysis of transit operating statistics, from experience in demonstration projects and from attempts to develop cross-sectional models of demand and modal choice. In general, all of the limited evidence available suggests that transit demand is inelastic with respect to money price. Typically, ridership is significantly more sensitive to changes in the level of service (particularly door-to-door journey time) than to changes in fare, although service elasticities also are usually numerically less than unity. In broad terms, short-run direct fare elasticities are characteristically observed to lie within the range of -0.1 to −0.7. A more precise value in a particular instance will depend on a variety of factors in ways which largely support a priori notions. Thus in very large cities, central city areas, at peak hours, and in other circumstances where the prices of alternative modes are high, transit fare elasticities are usually numerically at the lower end of the range. Estimates of cross-elasticities (representing the volumes of transit traffic diverted to other modes by transit price increases) are much harder to come by, and in fact only a few very uncertain estimates are presented here.
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  • 11
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    Transportation 2 (1973), S. 71-86 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Analysis of the results of past mass transit bond issues can aid transportation planners in understanding and anticipating voter behavior. This paper reports the results of an analysis of the 1968 rapid transit bond issue vote in Los Angeles, California. The simple relationships of the vote to a variety of possible explanatory variables are first examined. An attempt to assess the relative independent importance of these variables and to offer a partial explanation of the vote using multiple regression analysis is then presented. Variables found to have had the greatest impact on the vote are proximity to the proposed transit system, income-level, and ethnicity. Variables found to have had little or no effect, on the other hand, are population density, age, partisanship, and election turnout rate. The analysis indicates that the frequently used “mood-of-the-electorate” explanation of bond-issue failures in general, and transit proposals in particular, underestimates the quality of the electoral decision. The electorate does make rational distinctions, and future bonding attempts will confront voters capable of perceiving the utility to them of proposed transit systems and voting accordingly. The policy implications of this analysis suggest that the design of future mass transit proposals should, firstly more explicitly attempt to incorporate the preferences of middle-income voters, and secondly, be part of a comprehensive transit plan for the entire metropolitan area.
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  • 12
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    Transportation 1 (1973), S. 475-475 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
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  • 13
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    Transportation 1 (1973), S. 419-453 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Although the urban transportation planning process has evolved into the most sophisticated of all urban planning processes, the increasirig difficulty in implementing long-range transportation plans in urban areas today suggests basic questions concerning the process which deserve critical examination. Planning for implementation of urban transportation programs, particularly during periods of rapidly changing human values, requires a continuing re-evaluation of both technical and organizational strategies and their interrelationships. This paper raises some fundamental questions about the traditional activities and relationships that have characterized most urban transportation planning programs in the past. It also suggests a number of strategies, both technical and organizational, that may contribute to the implementation of plans and programs resulting from the transportation planning process. The first portion of this paper discusses the implications of not providing transportation services to match metropolitan growth. The experience of the Washington Metropolitan Area over the past decade is used to illustrate these implications. A discussion of organizational and institutional constraints upon the planning process follows. Then, the implications for the planning process are explored, and the scale of planning is reviewed as well as the need for monitoring the performance and impact of facilities. Next, the paper deals with the need to broaden the range of solutions to transportation problems, including consideration of economic and land development policies to reduce travel demand, as well as the provision of new facilities. Finally, techniques for involving decision-makers in the planning process are discussed. Examples of special project activities in the Washington area are used to illustrate these techniques and their value.
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  • 14
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    Transportation 3 (1974), S. 409-412 
    ISSN: 1572-9435
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  • 15
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    Transportation 3 (1974), S. 413-423 
    ISSN: 1572-9435
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  • 16
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    Transportation 2 (1973), S. 97-110 
    ISSN: 1572-9435
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  • 17
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    Transportation 2 (1973), S. 111-117 
    ISSN: 1572-9435
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  • 18
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    Transportation 2 (1973), S. 153-193 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Hypotheses are developed about the effects of telecommunication advances on urban growth patterns and urban travel demands. It is suggested that CBD (central business district) office employment might decentralize if telecommunications could effectively substitute for short inter-office business trips and that job decentralization would alter journey-to-work patterns and the viability of certain public transit systems. Major research questions are raised and keyed to an extensive bibliography.
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  • 19
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    Transportation 2 (1973), S. 313-319 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Over the last 15 years travel patterns were investigated in 15 urban settlements in Israel. The results indicate an unusual combination of high trip generation by dwelling unit and low motorization rates. The diversity of socio-economic characteristics of population groups, as well as that of city size distribution, are reflected both in motorization rates and in trip generation.
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  • 20
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    Transportation 2 (1973), S. 299-312 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This study examines variations in the basic parameter of the gravity model: the distance or travel time exponent. In a conceptual examination of the exponent under ideal conditions, it is noted that the exponent will be low if either production or consumption of the phenomena is geographically concentrated. It is further noted that if all regions produce and consume the phenomena, this generally implies a large number of substitute regions, and therefore a large exponent. These three variables are made operational and related to a set of eighty exponents for 1967 commodity flows in the United States. A multiple regression model is derived and utilized to estimate the exponents. The latter are then used to reestimate the flows. The root mean squared errors are quite similar for the fitted and estimated exponents. Implications of the research appear to be consistent with variations of the exponent in the urban context.
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  • 21
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    Transportation 2 (1973), S. 281-298 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The main line of the State Railway of Thailand to serve the Northeastern region of the Kingdom was built in 1900 to the town of Korat and subsequently extended to its northern extremity at the Laos border. The Friendship Highway, a modern highway parallel to the railway and serving the same transportation corridor, was completed in 1958 as far as Korat. In 1965 the northern extension of the Friendship Highway was opened to Nong Khai, the northern terminus of the railway. The effect of the nearby and parallel highway on freight traffic - for upland crops, vegetables, rice, kenaf, and forest products - is shown in terms of tonnages dispatched by the railway and in relation to the production of those commodities. Passenger traffic originating on the Northeastern railway line is analysed. Statistics indicating the shift in modal split between road and rail, for both freight and passengers in the Kingdom, are presented for a six-year period. An estimate of the loss in revenue for the Korat-Nong Khai segment of the railway has been made for both originating passengers and certain classes of freight traffic. Clearly demonstrated is the unceasing trend toward road haulage of freight and the use of highway buses by intercity passengers. This paper is intended to draw attention to the magnitude of the problem rather than to suggest definitive solutions.
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  • 22
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    Transportation 2 (1973), S. 337-339 
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    Transportation 2 (1973), S. 341-345 
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  • 24
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    Transportation 2 (1973), S. 347-349 
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    Transportation 2 (1973), S. 321-335 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Existing methods of evaluating large-scale transport networks involve the use of mathematical models of traffic flow which are generally both large and complex. However, the time and cost involved in the use of these models normally restricts their use for the detailed forecasting of traffic flows and costs to the assessment of a relatively small number of alternative patterns of overall investment. In order to evaluate the individual projects and groups of projects which go to make up an overall investment plan, it is, therefore, usually necessary to make simplifying assumptions about the influence of any one project on the overall traffic pattern, so as to isolate it from the influence of neighbouring projects. These assumptions generally result in the loss of a certain amount of the detail normally available from a standard model, and the task of assessing the relative value of different projects and the amount of interaction between them is made more difficult. This paper describes a new technique, designed to permit the evaluation of individual projects whilst still retaining the level of detail available from a full-scale mathematical model. The aim has been to produce a cheap and easy-to-use technique, capable of producing substantially the same results as a standard model. The technique uses newly developed computer algorithms which short-cut the full-scale model by forecasting the changes in an existing travel pattern resulting from the influence of a particular project. Initial tests suggest that approaching the problem in this way can save up to 70% of the computing time and costs involved in the use of a standard model for the evaluation of individual projects. The technique as described here is envisaged as a tool for aiding strategic investment decisions. It can, however, provide data for more detailed investigations, and could, with modifications, carry out these investigations on smaller problems than those for which it was originally designed.
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    Transportation 2 (1973), S. 373-389 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Two problems concerning the use of aerial photographs for conducting traffic studies in urban areas are considered in this paper: (1) Suitable procedures requiring simple equipment and methods and the appropriate formulae for determining the traffic characteristics of density, volume, traffic count, speed, composition; (2) Problems relating to flight planning for traffic surveys from the points of view of duration of photography and the scale of the photography from considerations of the reliability of the determined traffic characteristics, vehicle identification, and also economy. The conclusions concerning the flight planning were applied in a test flight from which traffic data were determined as illustrated in a sample calculation.
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    Transportation 2 (1973), S. 391-409 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract In an effort to improve transit ridership prediction, this manuscript proposes a conceptually unique mode choice model derived from the field of experimental psychology. The “psychophysical“ model, as it is called, differs from earlier modal split models in its substantive use of psychological theory. The result is a modal split model with a sound behavioral foundation. The psychophysical model is tested using data from the recent demonstration of dial-a-bus in Columbia, Maryland and found to be a marginal predictor of modal split. It is noted though that the difference between actual and predicted ridership may be accounted for in a second generation model. This will employ individual rather than aggregate data, incorporate the concept of adaptation-level, and refine the decision-making process.
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    Transportation 2 (1973), S. 351-371 
    ISSN: 1572-9435
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract An examination of current population statistics shows that in the U.S. more than half of the population is without immediate access to a car, and in the U.K. more than three-fifths of the population is without access to a car. This phenomenon has been accentuated by national investment in both countries in major highway programs. The term carless refers to more than just households that own no cars. It extends, in households with cars to those without licenses (old and young), the handicapped, and even the licensed drivers who have no access to the family car when it is in use elsewhere (e.g. at work). The most severely effected are those in urban areas and especially the urban poor. Transportation expenses are limited for the poor when other family expenditures (food, shelter) take a high priority. Once the work trip has been satisfied, money for other trips, for the poor, is not always available. One solution to cost-free travel is pedestrianism (walking), but this too is difficult in urban areas where the pedestrian has been overlooked in favor of the car. Solutions to problems of the carless include dial-a-ride, better public transit, and better design of urban form.
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    Transportation 2 (1973), S. 411-430 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper reviews the results of an origin-destination survey conducted in Beirut, Lebanon. The survey was conducted according to the techniques developed and used in the U.S.A. There has always been some doubt that methodologies and techniques, namely dwelling unit interviews, developed for use in U.S. cities would work in cities of developing countries. The results of the study indicated that such methods proved to be useful and effective. In spite of the higher residential density and lower level of car ownership, trip rates in the city of Beirut were within the ranges observed in U.S. cities. The comparison of travel parameters acquired from various cities around the world might show that the regularities and trends in urban transportation are universal.
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    Transportation 2 (1973), S. 431-442 
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    Transportation 2 (1973), S. 453-454 
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    Transportation 2 (1973), S. 443-451 
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    Transportation 2 (1973), S. 53-70 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The trip end models which have been used in past transportation studies are briefly summarised. Problems associated with the use of zone-based models are outlined and reasons are given to support the development of models at the household rather than zonal level. It is suggested that recent developments which have taken place in household-based models have not been entirely logical. In particular, arguments between regression models and category analysis models have been confused with the use of aggregate (zonal) as against disaggregate (household) data — regression models being associated with the use of zonal data and category analysis models with household data. Misunderstood arguments and false notions regarding sample sizes have directed attention from the regression analysis approach. A detailed comparison of the category analysis and regression analysis methods for developing household-based trip end models is given. Both methods have been applied using data from the Monmouthshire Land Use Transportation Study. The regression results reported are from a very preliminary analysis and contain a number of anomalies, although it is thought that sufficient work has been done to provide an objective evaluation of the two methods. It is recommended that the household regression approach should be further investigated since it has advantages as a modelbuilding procedure and makes better use of sample data. A certain amount of categorisation of household types is necessary and the investigations would attempt to determine the best balance between categorisation and regression fitting. Further development will be restricted if the trend towards minimum sample sizes of about 1000 households is continued. Larger samples should be taken in certain circumstances to pursue development work.
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    Transportation 2 (1973), S. 87-96 
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    Transportation 2 (1973), S. 195-218 
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    Notes: Abstract Urban transit in the United States is going through a crisis of rising costs, increasing fares, falling patronage, and concomitant service reductions; typical of the pattern is San Francisco’s Municipal Railway, the agency in charge of all the City’s transit. From a basic fare of 15c in 1969, two increases brought the fare to 25c by 1972, and cut sharply into a previously stable patronage. The “Muni”, in an effort to reduce costs and meet its budgeted deficit, attempted to reduce service by ten to fifteen percent. From an analysis of the data which could be obtained, it appears that neither efficiency not equity in the City would have been served by the proposed cutbacks. The analysis draws from a variety of sources and methods in exploring the interactions within the transportation system and within the city budget.
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    Transportation 2 (1973), S. 121-152 
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    Notes: Abstract This article documents the development of a direct travel demand model for bus and rail modes. In the model, the number of interzonal work trips is dependent on travel times and travel costs on each available mode, size and socioeconomic characteristics of the labor force, and the number of jobs. In estimating the models’ coefficients constraints are imposed to insure that the travel demand elasticities behave according to the economic theory of consumer behavior. The direct access time elasticities for both transit modes are estimated to be approximately minus two, and the direct linehaul time elasticities approximately minus one. The cross-elasticities with respect to the travel time components are estimated to be less than the corresponding direct elasticities. In general, the time cross-elasticities are such that rail trip characteristics but not car trip characteristics affect bus travel, and car trip characteristics but not bus trip characteristics affect rail travel. The cost elasticities lie between zero and one-half. Thus, the success of mass transit serving a strong downtown appears to depend on good access arrangements. This success can be confirmed with competitive linehaul speeds. The cost of travel appears to assume a minor role in choice of mode and tripmaking decisions. In the paper, a comparison is also made between the predictive performance of the models developed and that of a traditional transit model. The results indicate that the econometric models developed attain both lower percent error and lower variation of the error than the traditional model.
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    Transportation 2 (1973), S. 237-242 
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    Transportation 2 (1973), S. II 
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    Notes: Abstract Hypotheses are developed about the effects of telecommunication advances on urban growth patterns and urban travel demands. It is suggested that CBD (central business district) office employment might decentralize if telecommunications could effectively substitute for short inter-office business trips and that job decentralization would alter journey-to-work patterns and the viability of certain public transit systems. Major research questions are raised and keyed to an extensive bibliography.
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    Transportation 2 (1973), S. II 
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    Notes: Abstract Urban transit in the United States is going through a crisis of rising costs, increasing fares, falling patronage, and concomitant service reductions; typical of the pattern is San Francisco’s Municipal Railway, the agency in charge of all the City’s transit. From a basic fare of I 5c in 1969, two increases brought the fare to 25c by 1972, and cut sharply into a previously stable patronage. The “Muni”, in an effort to reduce costs and meet its budgeted deficit, attempted to reduce service by ten to fifteen percent. From an analysis of the data which could be obtained, it appears that neither efficiency not equity in the City would have been served by the proposed cutbacks. The analysis draws from a variety of sources and methods in exploring the interactions within the transportation system and within the city budget.
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    Transportation 2 (1973), S. I 
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    Notes: Abstract This article documents the development of a direct travel demand model for bus and rail modes. In the model, the number of interzonal work trips is dependent on travel times and travel costs on each available mode, size and socioeconomic characteristics of the labor force, and the number of jobs. In estimating the models’ coefficients constraints are imposed to insure that the travel demand elasticities behave according to the economic theory of consumer behavior. The direct access time elasticities for both transit modes are estimated to be approximately minus two, and the direct linehaul time elasticities approximately minus one. The cross-elasticities with respect to the travel time components are estimated to be less than the corresponding direct elasticities. In general, the time cross-elasticities are such that rail trip characteristics but not car trip characteristics affect bus travel, and car trip characteristics but not bus trip characteristics affect rail travel. The cost elasticities lie between zero and one-half. Thus, the success of mass transit serving a strong downtown appears to depend on good access arrangements. This success can be confirmed with competitive linehaul speeds. The cost of travel appears to assume a minor role in choice of mode and tripmaking decisions. In the paper, a comparison is also made between the predictive performance of the models developed and that of a traditional transit model. The results indicate that the econometric models developed attain both lower percent error and lower variation of the error than the traditional model.
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    Transportation 2 (1973), S. 245-280 
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    Notes: Abstract Dynamic transport planning refers to the analysis of the problem of choice of implementation date of the construction or improvement of transport facilities. This analysis may also include consideration of stage construction or progressive improvements in quality and/or capacity over time, beginning from some relatively low standard. A transport facility is defined as a vehicle (e.g., automobile, airplane) or a supporting facility (e.g., highway, port). There appears at present to be a serious lack of any truly comprehensive evaluation of the essentials of the problem of choice of implementation date. It is the intent of the ensuing presentation to help to rectify that situation by introducing new concepts which structure the timing problem. The concepts are based on a suggested classification of future traffic and definitions of independent and indivisible facilities. In addition, volume of traffic and benefits of a transport facility are recognized to be dependent on calendar time and the facility's age. Presently, no uniform theoretical framework exists for establishing the optimal time for constructing new facilities or improving existing ones. A framework based on the aforementioned concepts is introduced. It distinguishes between the phasing of projects through time in the absence of budget constraints and this phasing in the presence of such restrictions. The specific procedures suggested in this paper for the analysis of the problem of choice of implementation date apply to any individual transport facility and tend to unify the concepts involved in dynamic transport planning. The article concludes with a survey of current approaches to dynamic transport planning and discusses these in the light of the above framework.
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    Transportation 1 (1973), S. 357-357 
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    Transportation 1 (1973), S. 359-363 
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    Transportation 1 (1973), S. 403-418 
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    Notes: Abstract Transportation planning and comprehensive planning have evolved as separate and frequently conflicting fields of professional activity. Current relationships between both types of planning are characterized by increasing frustration and declining effectiveness in the national pursuit of public development policy objectives. At the federal level, ambivalence toward comprehensive planning has hampered the development of planning capacity among state, metropolitan, and local agencies, while unquestioning pursuit of federal-aid highway construction has produced a monolithic transportation planning establishment operating at a single level of government and dominated by a single mode. The results of the current separatism characteristic of comprehensive planning and transportation planning are apparent in a pattern of local injunctions against highway projects, belated analyses of a comprehensive range of environmental and socio-economic factors inherent in highway construction, and widespread public demand for a reassessment of the true costs and benefits of highway systems. Organizational and structural prescriptions are offered to achieve more appropriate relationships between transportation planning and comprehevensive planning institutions in order to achieve the potential benefits of both through integrated action.
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    Transportation 1 (1973), S. 455-455 
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    Transportation 1 (1973), S. 365-377 
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    Notes: Abstract “Planning” occurs as a part of governmental operations wherever “decision-making” happens. For US metropolitan areas, the locuses of decision-making are multiple, ranging in scale from very small jurisdictions up through the hierarchy to state and federal levels, and in function from general governments to many special-purpose agencies — transportation, health care, education, etc. Almost all might affect or be affected by urban transportation decisions and actions. Since no one of these units of government is comprehensive in authority and activity, there is no single, centralized planning operation that is truly “comprehensive.” “Pluralistic planning” is increasingly trying to foresee and to accommodate the interactions among the various levels and functions. Instead of fragmenting, with the fragments pulled apart and insulated, we need to move toward partitioning, not merely to delimit boundaries but also to identify interfaces. This movement is hampered by the differentials in the development of the “state-of-the-art” of the technical planning process now used by the several levels and functional units of government. This is most advanced, and most effective, for small, homogeneous suburban jurisdictions primarily concerned with guiding and controlling physical development; it is in disarray in central cities trying to cope with social and economic problems as well as with physical deterioration; at the metropolitan scale it is highly developed technically but not very influential. There is a trend toward a network of planning activities that recognizes and facilitates interrelationships and interactions, both vertically among functional boundaries and horizontally across geographical-scale distinctions — a trend toward the “comprehensive” —but we have a very long way to go.
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    Transportation 1 (1973), S. 379-401 
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    Notes: Abstract This paper traces the development of urban transportation planning in the United States, focusing particularly on the influence that three previous conferences -Sagamore (1958), Hershey (1962), and Williamsburg (1965) - have had on the course of this development. Included also are comments on the current state of the art of urban transportation planning and observations as to its future direction. The Federal-Aid Highway Act of 1934, which authorized the use of “1 $${\raise0.7ex\hbox{$1$} \!\mathord{\left/ {\vphantom {1 2}}\right.\kern-\nulldelimiterspace}\!\lower0.7ex\hbox{$2$}}$$ percent funds” for highway planning is identified as the progenitor of urban transportation planning in the U.S., and two reports based on information developed by the highway planning surveys first funded under the 1934 Act, “Toll Roads and Free Roads” (1939) and “Interregional Highways” (1944), are credited with preparing the ground for much of the urban transportation planning that was to follow. The rapid development of home interview survey techniques in the late 1940's and the full-scale introduction of computer technology in the Detroit Area Transportation Study are noted, as is the work of the National Committee on Urban Transportation, which was initiated in 1954 under sponsorship of the Automotive Safety Foundation. In addition to its substantial technical contributions, the NCUT, through its success in mobilizing the cooperative efforts of virtually every major group concerned with urban transportation, stimulated significant gains in Federal-State-local relationships and paved the way for increased Federal aid to cities in solving their local transportation problems. The impact of the 1956 and 1962 Federal-Aid Highway Acts on urban transportation planning is assessed. The substantial contributions, of the Hartford, Sagamore, Hershey, and Williamsburg conferences are discussed, as are their shortcomings. It is noted that many of our present concerns — environmental impacts, relationships between transportation and land use, need for cooperation among all levels of government, the multi-modal nature of urban transportation, and the need for citizen involvement, to name a few — were incorporated in the provisions of either one or another of the Federal-Aid statutes in the 1950's and ‘60's or appear in the recommendations of the several conferences. That these matters still concern us today is given as evidence that planning has not fully lived up to its promise and responsibility, that more rather than less planning is needed, and that, above all, new leadership to pick up where the old has left off must soon assert itself.
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    Transportation 1 (1973), S. 461-474 
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    Transportation 3 (1974), S. 127-146 
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    Notes: Abstract The purpose of this paper is to explore an important and unique role which community participation and involvement can play in a revised transportation planning process. A review of diverse views about community participation, as well as a critique of the current urban transportation planning process, reveals that the former has played, primarily, ad hoc opportunistic and diverse roles, and that the latter is in desperate need for dynamic, subjective, “impact” information — required to assess attractive transportation systems. The contributions of several disciplines — economics, operations research, management science, political science, public administration, and others — are reviewed to assist in the development of a conceptual framework for a new community participation role, as a provider of key information to the planning process. An eclectic, experimental approach is recommended to explore the possibilities further.
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    Transportation 3 (1974), S. 95-126 
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    Notes: Abstract Oxford Street in London, is the capital's principal shopping street and famous throughout the Western World; it is also the most obvious route from the city of London to the West, the Midlands and the North of England. The conflict between its twin roles of shopping centre and major traffic route was demonstrated in its accident record which put Oxford Street top of the list of accident blackspots in London, whilst its location in the most fashionable area of London make the costs of new road construction prohibitive. A comprehensive accident analysis defined the pedestrian/vehicle conflict by time and place and facilitated the detail design of a limited traffic ban with associated rerouting. Considerable uncertainties in prediction of the resulting traffic conditions, in the absence of data on demand elasticity, dominated the design of the experiment and led to the inclusion of an “avert chaos” policy. Traffic predictions which included details of the probable manner in which congestion would spread were assisted by a new network simulation model developed by one of the authors and described here. The report outlines the history of the experiment from conception to implementation (in record time) and reports some early and generally encouraging results. On the strength of which the Greater London Council has confirmed the scheme (August 1973) and has announced plans for its extension to the remaining half of Oxford Street — from Oxford Circus to St. Giles' Circus — which still carries the full weight of traffic.
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    Transportation 3 (1974), S. 183-184 
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    Transportation 3 (1974), S. 193-224 
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    Notes: Abstract This paper describes the results, to date, of an effort to integrate a land use model with a transportation network model for the purpose of analyzing the interrelationships of transportation facility development and land development. In the system which has been developed each model provides input to, and receives feedbacks from, each other model. To the author's knowledge, the effort described here represents the first successful attempt to develop and test an integrated model package involving these reciprocal relationships. The results obtained from preliminary runs of this package should be of considerable interest to both transportation planners and land use planners. With this integrated system it has been possible to observe the interrelationships, and in particular the feedbacks, between land use and levels of traffic on the networks. Preliminary results indicate that congested networks produce tendencies toward metropolitan centralization. Attempts to relieve congestion seem to produce metropolitan decentralization and increased travel which lead, in turn, to metropolitan sprawl and increased spread of congestion.
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    Transportation 3 (1974), S. 255-288 
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    Notes: Abstract With the publication of the Sydney Area Transportation Study, land-use/transportation studies now have been conducted in all capital cities as well as in the majority of other urban areas with populations in excess of 40.000. A review of these studies is made and a qualitative assessment is attempted of the technical phases —land-use planning, trip-generation, trip-distribution, modal-split, traffic assignment and evaluation. Full summary results of this comparative survey are presented in tabular form, although themes developed in the text are illustrated with specific examples from individual studies. The methodology of land-use/transportation studies has been attacked by some Australian writers. An attempt is made to assess the relevance of these criticisms when applied to the practical planning process in Australia.
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    Transportation 3 (1974), S. 311-312 
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    Transportation 3 (1974), S. 313-322 
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    Transportation 3 (1974), S. 335-342 
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    Notes: Abstract This paper is intended to provide a general background to the two following papers, “A Simultaneous Destination and Mode Choice Model for Shopping Trips” and “Some Estimation Results of a Simultaneous Model of Auto Ownership and Mode Choice to Work.” Some of the deficiences of the conventional urban transport modelling system are reviewed and a case is made for the use of simultaneous models estimated with disaggregate data.
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    Transportation 3 (1974), S. 357-376 
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    Notes: Abstract This paper describes the theory, development and estimation of a simultaneous disaggregate model of automobile ownership and mode to work choices. The motivation for such a model and the general theory of the simultaneous probabilistic choice model are briefly discussed. The general model specification and the set of choices assumed to be available to each household is then considered. Finally, the variables used in the model are defined and the estimation results are presented.
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    Transportation 3 (1974), S. 377-392 
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    Notes: Abstract A mode choice decision structure incorporating traveler attitudes toward modes and situational constraints is investigated. The major hypothesis tested is that mode choice is determined primarily by situational constraints, such as auto ownership and income, secondly by the quality of alternative modes. The structure of the mode choice process is analyzed with respect to (1) applicability of certain choice criterion forms; (2) psychological weighting of modal attributes in the choice criterion; (3) strength of logit, probit, and discriminant functional forms; (4) the relative strength of socio-economic and attitudinal variables in predicting mode choice. An evaluation is made of 50 binary choice models fitted to a sample of 471 randomly drawn urban travelers. Results indicate that (1) the four choice criterion forms tested are all about equal in predictive strength; (2) psychological weighting has no effect on model strength, but does influence which modal attributes appear to determine choice; (3) the three functional forms tested are all about equal in strength; (4) situational factors account for 80–90% of variation explained by the models, attitudes toward modes 10–20%, thus confirming the primary hypothesis. Implications of these results for mode choice modeling and transit planning are discussed.
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    Transportation 3 (1974), S. 393-408 
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    Notes: Abstract Even where unreliability has been recognised as a significant component in the generalised cost of trip-making, few attempts have been made to quantify it in the evaluation of transport improvements. This neglect is perhaps explained by the difficulty of observing a suitable “trade-off” situation in which transport users can trade money directly or indirectly for improved reliability of their transport modes. This article investigates the characteristics of a possible trade-off which might be made by commuters — the allowance of extra time for travelling in order to avoid unpredictable lateness at destination. The form of the costs of a response to unreliability of this nature is considered within a more general framework of the allocation of time under uncertainty or risk conditions. Certain other approaches to the evaluation of travel unreliability are reviewed and a brief outline is given to a current research project which attempts to test the applicability of the “safety margin” in London commuters' timing of the trips that they take to work.
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    Rock mechanics and rock engineering 5 (1973), S. 21-41 
    ISSN: 1434-453X
    Keywords: soil mechanics ; rock mechanics ; hydrofracture ; permeation grouting ; seepage force ; fracture initiation ; fracture propagation ; energy balance
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    Description / Table of Contents: Zusammenfassung Brucherscheinungen im Fels bei Verpreβarbeiten. In der Arbeit wird der grundlegende Mechanismus untersucht, welcher bei Verpreßarbeiten in Fels und geschichtetem Boden zur Einleitung und Ausbreitung von Brüchen führt. Frühere Untersuchungen des Bruchbeginns stützten sich im wesentlichen auf vereinfachte Modelle, in denen der Untergrund als undurchlässiges Kontinuum angesehen wird, das entweder elastisch ist oder der Mohr-Coulombschen Bruchbedingung genügt. Die neue Methode berücksichtigt dagegen eine Porosität oder Klüftung des Untergrundes durch Ansatz der vom strömenden Medium auf das Gebirge ausgeübten Belastung. Diese Belastung wird aufgeteilt in einen Druckverlust an der Bohrlochwand (gleich ParameterN mal Verpreßdruck) und die entsprechende, über den gesamten durchströmten Bereich verteilte Belastung. Die Untersuchung der Bruchausbreitung geht von der Spannungsermittlung um ein Bohrloch in einem elastischen Kontinuum aus, wobei in der sich ausbreitenden Bruchzone um das Bohrloch herum nichtelastisches Material angenommen wird, das dem Mohr-Coulombschen Bruchkriterium genügt. Zur Ergänzung dient eine Energie-Betrachtung, bei der die von der Injektionspumpe abgegebene Energie gleichgesetzt wird der im Untergrund gespeicherten Energie und der aufgewendeten Brucharbeit.
    Abstract: Résumé Les mécanismes de la fracturation hydraulique dans les roches pendant les injections sous pression. Le mémoire examine les mécanismes fondamentaux qui gouvernent l'initiation des ruptures dans les roches et les sols stratifiés, au cours des injections et leur propagation dans les massifs. Les analyses antérieures de l'initiation de la rupture, se sont concentrées sur des modèles simplifiés où l'on considérait la roche comme un milieu élastique et imperméable, ou comme un milieu de Mohr-Coulomb. La présente méthode admet que le massif est poreux ou fissuré, en considérant l'action des forces de percolation engendrées par le gradient de pression interstitielle. Cette action est quantifiée par un paramètreN, tel que le rapport de la force du liquide employée à dilater le forage d'injection, à celle employée pour forcer le coulis à travers les vides soitN/(1—N). L'analyse de la propagation des ruptures se base sur l'analyse des contraintes autour d'un forage dans un milieu élastique, alors que la zone de la rupture qui se propage autour du forage est représentée par un milieu non-élastique admettant le critère de rupture de Mohr-Coulomb. Cette analyse est complétée par une approche énergétique, où l'énergie qui est fournie au massif par la pompe d'injection est égalée à l'énergie emmagasinée dans la roche et à l'énergie de rupture.
    Notes: Summary Hydrofracture Mechanisms in Rock During Pressure Grouting. The paper examines the basic meachnisms controlling the initiation of fractures in rocks and layered soils during pressure grouting, and their subsequent propagation into the ground mass. Previous analyses of fracture initiation have tended to concentrate on simplified models in which the ground is treated as an impervious elastic or Mohr-Coulomb continuum. The present method allows for the porous or fissured nature of the ground by considering the effect of seepage forces induced by the pore pressure gradient. The effect is quantified by use of a parameterN such that the ratio of fluid force used in expanding the injection hole, to that used in forcing fluid through void spaces, isN to (1—N). Analysis of hydrofracture propagation is based on stress analysis of a borehole in an elastic continuum, the propagating fracture zone around the borehole being represented as a non-elastic material governed by the Mohr-Coulomb failure criterion. This is supplemented by an energy approach which equates the energy supplied to the ground from the injection pump, with the energy stored in the ground and the energy necessary to fracture it.
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    Rock mechanics and rock engineering 5 (1973), S. 188-188 
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    Rock mechanics and rock engineering 5 (1973), S. 163-187 
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    Description / Table of Contents: Zusammenfassung Über den Ursprung von Plattenklüften Obwohl die tiefliegenden, ungefähr zur Geländeoberfläche parallel verlaufenden, als Plattenklüfte bezeichneten Brüche verschiedentlich der Sonneneinstrahlung u. ä., weitgehend aber der Entlastung durch Erosion allein zugeschrieben werden, liegt eine Reihe von Argumenten vor, die Zweifel an dieser Hypothese aufkommen lassen. Es gibt für die Annahme einer Druckentlastung als Ursache für diese Entscheidung keinen mechanisch verständlichen Grund. Plattenklüfte sind deutlich in Gesteinen ausgebildet, die nie eine größere Überlagerung hatten. Domartige Inselberge oder Bornhardts, bei denen Plattenklüftung weit verbreitet und gut entwickelt ist, scheinen ihre Formresistenz dadurch zu sichern, daß ihre Klüftung unter Kompression stand. Dies widerspricht einer Erklärung als Effekt einer radialen Ausdehnung oder einer Dehnungsspannung. Einige Inselberge sind von Gesteinen unterlagert, die eine Plattenklüftung aufweisen, welche nicht parallel zum Bergprofil verläuft, sondern gegen die Hänge des Inselberges einfällt. Vieles deutet darauf hin, daß die Plattenklüftung nicht als Folge einer Druckentlastung, sondern als Folge einer Druckbelastung zu deuten ist. Plattenklüfte und druckbedingte Verwerfungen treten häufig zusammen auf. Messungen geben Zeugnis von hoher Druckbelastung in Bergwerken und Steinbrüchen. Druckbelastung scheint ein physikalischer Parameter für die Ausbildung von Plattenklüftung zu sein. Auch viele morphologische Merkmale, die mit Plattenklüftung verbunden sind, weisen auf Kompression hin. Eine solche macht insbesondere die Formresistenz der Inselberge verständlich.
    Abstract: Résumé Sur l'origine des joints en nappe L'origine des fractures profondes, dites joints en nappe, qui sont à peu près parallèles à la surface de la terre, a été attribuée à plusieurs causes, dont l'insolation, l'altération chimique, l'injection plutonique, l'expansion métasomatique et le soulèvement vertical. Ces idées peuvent fournir des explications partielles, ou bien elles peuvent éclaircir des cas particuliers, mais en tant qu'explications générales elles ne sont pas acceptables. La présence des joints en nappe est attribuée le plus souvent à l'allègement par l'érosion uniquement, au point que certains géologues les désignent sous le nom de joints d'allègement. Toutefois de nombreux témoignages et discussions mettent cette hypothèse en doute. Aucune raison mécanique valable ne mène normalement au développement des fractures par suite de la décompression. Les joints en nappe se montrent aussi bien dans des couches qui n'ont jamais été profondément enfouies. Les inselbergs à dôme ou bornhardts, sur lesquels les joints en nappe se manifestent amplement, paraissent subsister en raison de la compression de leurs joints; il s'ensuit que le développement de ces joints en nappe ne peut pas être attribuable à l'expansion radiale ou au travail à la tension. Quelques-uns des inselbergs ont pour base des roches qui ont été soumises à l'influence des joints en nappe qui ne sont pas parallèles au profil de la colline mais qui, au contraire, s'inclinent jusque dans les pentes des résiduels. D'autre part, divers témoignages et discussions font croire que les joints en nappe ont pu évoluer par la suite du travail à la compression. Certaines failles sont causées par la compression, et d'ordinaire les failles et les joints en nappe se produisent dans des conditions uniformes; il existe des observations de mesures de compression très considérable dans beaucoup de mines et carrières; le travail à la compression paraît matériellement capable de produire ces joints; de nombreuses caractéristiques morphologiques associées aux joints en nappe se rapportent à la compression. Ce qui s'explique surtout, c'est la conservation des inselbergs à dôme. Cette hypothèse propose donc que les joints en nappe déterminent les configurations de la surface terrestre, et non vice versa.
    Notes: Summary On the Origin of Sheet Jointing Although the deep-seated fractures which run approximately parallel to the land surface and are known as sheeting joints are widely attributed to erosional offloading alone, there is much evidence and argument which casts doubt on this hypothesis. There is no sound mechanical reason why fractures should normally develop as a result of decompression. Sheet jointing is well developed in strata which have never been deeply buried. The domed inselbergs on which sheet jointing is commonly displayed appear to survive by virtue of their joints being compressed, which is inconsistent with the sheet jointing developing through radial expansion or tensional stress. A few inselbergs are underlain by rocks affected by sheeting joints which are not parallel to the hill profile but on the contrary dip into the slopes of the residuals. These and other types of evidence and lines of argument point to sheeting joints having developed under compressive stress. The joints determine the shape of the land surface and not vice versa.
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    Rock mechanics and rock engineering 5 (1973), S. 249-249 
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    Rock mechanics and rock engineering 6 (1974), S. 1-2 
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    Rock mechanics and rock engineering 6 (1974), S. 3-13 
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    Description / Table of Contents: Summary Excavation in Rock — Examples from Switzerland Subject of the contribution are two large building excavations in rock, both situated on a slope. This created fairly long and high cuts along the mountain side which had to be stabilized by pretensioned rock anchors. Nevertheless a surprisingly large extension of the remaining rock mass was noticed. In one case the cut in soft micaceous schist standing vertically was 200 m long and as an average 25 m high. Excavation was done by explosive but with limited charges controlled continuously by measuring the vibrations in the adjoining buildings. No damages therefore could be traced back to blasting operations. On the other hand the concrete lining of the vertical cut showed an inward movement up to about 60 mm in the central part. As a result the buildings founded on the same rock above the cut were caused to crack from the bottom, especially the walls standing cross to the cut. By means of additional and longer anchors the deformation could successfully be limited. A profile of five borehole extensometers was placed and the deformations inside the rock mass checked; there was a distinct zone of maximum strain inclined at an angle of about 30°. The other pit had a similar size but only 17 m depth. It is situated in a sequence of soft sandstone, siltstone and marl with the layers inclined at an angle of about 20°. As a measure to improve the stability of the cut, rock anchors were placed but nevertheless a horizontal deformation of the cut by more than 50 mm was measured causing excitement about the safety of a nearby clock tower. Finally it was found that a larger part of the deformation was created by the grout used for the anchors and injected at too high a pressure. According to our calculations the rest could be attributed to the elastic extension of the rock mass adjoining the cut.
    Abstract: Résumé Excavation de roche à ciel ouvert — exemples de la Suisse L'article traite l'excavation et le blindage de deux grandes fouilles pour des buildings commerciaux, situées à une pente, tellement qu'amont une tranchée longue et haute dans la roche s'est produite. Il s'y agissait moins de la stabilité de l'excavation, qui était soutenue appropriéement par de l'ancrage, que des déformations résultant de la détente de la masse rocheuse, qui par son étendue ont surpris et alarmé les intéressés. En un cas l'excavation dans la mica-schiste mou, orienté vertical, avait 200 m de longeur et en moyenne 25 m de hauteur. L'excavation avait exécuté par explosion, pourtant limitée par des contrôles rigoureux des perturbations à une dimension de charge qui n'est pas nuisible pour les voisins. La paroi amont fut soutenu par des ancres précontraintes de 20 à 30 m de longueur. Quant même des mouvements se passaient, qui se manifestaient dans les maisons se trouvant audessus du chantier en forme de fissures, spécialement dans les murs situées en travers de la fouille. Ce phénomène pouvait être combattu avec succès par l'installation des ancres additionelles et plus longues. L'installation d'extensomètres donnait l'occasion de suivre les mouvements aussi vers l'intérieur de la montagne; on trouvait un plan de dilatation maximum, incliné avec 30° vers la fouille. Dans une fouille de grandeur semblable de 17 m de profondeur dans la molasse les couches pendent avec 20° vers l'excavation. Pour amender la résistance au glissement on a appliqué des ancres précontraintes; quand même des mouvements latéraux de 50 mm et plus ont été constatés. L'examination plus exacte des points fixes et des ancres de mesurage a montré, que la plupart de ces déformations était causée par le coulis d'injection des ancres, qui ont été injectées avec une pression trop forte. Le reste était à peu près conforme à la détente élastique du massif rocheux résultant d'une calculation comparative.
    Notes: zusammenfassung Felsabtrag über Tag — Beispiele aus der Schweiz Es handelt sich um den Aushub und die Sicherung zweier großer Baugruben für Geschäftshäuser, beide Male an einem Berghang gelegen, so daß auf der Bergseite jeweils ein langer und hoher Felsanschnitt entstand. Dabei ging es weniger um die Stabilität des Anschnittes — dieser wurde durch Felsanker sachgemäß gesichert — als um die aus der Entspannung des Gebirges entstehenden Deformationen, welche in ihrem Ausmaß die Beteiligten überraschte und beunruhigte. Im einen Fall war der Anschnitt in weichem, senkrecht gestelltem Glimmerschiefer 200 m lang und im Mittel 25 m hoch. Der Abtrag erfolgte durch Sprengen, das aber durch strenge Erschütterungskontrollen auf ein für die Nachbarn unschädliches Ladungsmaß beschränkt war. Die bergseitige Wand wurde laufend durch 20–30 m lange Spannanker gesichert. Trotzdem traten Bewegungen auf, die sich in den oberhalb der Baustelle stehenden Häusern in Form von Rissen äußerten, namentlich in den quer zur Baugrube stehenden Wänden. Durch Einbau zusätzlicher und längerer Anker wurde diese Erscheinung mit gutem Erfolg bekämpft. Der Einbau von Extensometern gab Gelegenheit, die Bewegungen auch im Berginneren zu verfolgen; es zeigte sich eine Ebene der größten Dehnung, die mit etwa 30° gegen die Baugrube einfiel. Bei einer ähnlich großen Baugrube von 17 m Tiefe in der Molasse fallen die Schichten mit 20° gegen den Abtrag ein. Zur Verbesserung der Gleitsicherheit wurden Spannanker eingesetzt, jedoch trotzdem seitliche Bewegungen von 50 mm und mehr festgestellt. Die genaue Untersuchung der Fixpunkte und Meßanker zeigte, daß der größere Teil dieser Deformationen durch das Injektionsgut der Felsanker verursacht wurde, das mit zu großem Druck eingepreßt worden war. Der Rest entsprach etwa der elastischen Entspannung des Gebirges, die sich aus einer Vergleichsrechnung ergab.
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    Rock mechanics and rock engineering 6 (1974), S. 53-64 
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    Keywords: Stress Determinations ; In-Situ Stresses ; Triaxial Strain Cell ; Stress Tensor
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    Description / Table of Contents: Zusammenfassung Druckspannungsmessungen in Kanada Druckspannungsmessungen mit der biachsialen (Doorstopper) und der dreiachsialen Dehnungszelle des C. S. I. R., Pretoria, Süd-Afrika, werden beschrieben und zeigen, daß das dreiachsiale Gerät das wünschenswertere ist, falls die Gesteinseigenschaften ausreichend gut sind. Druckspannungen in Kanada besitzen ähnliche Werte wie andere Teile der Erdkruste und zeigen, daß die vertikale Komponente mit dem Überlagerungsdruck zunimmt und daß der vorwiegende Zuwachs der Horizontalkomponente mit der Tiefe 0,407 kg/cm2/m beträgt. Zusätzliche Messungen der Horizontalkomponente in Tiefen größer als 800 m sind notwendig, um allgemeine Schlüsse zu erlauben. Ein Beispiel wird beschrieben, in dem die Vorhersage von Druckspannungsrichtungen aufgrund einer tektonischen Analyse durch Druckmessungen überprüft wurde.
    Abstract: Résumé Déterminations de compression de terre au Canada Essais de compression avec le “strain cell” biaxial et triaxial du C. S. I. R., Afrique du Sud, sont discutés et démontrent que le “strain cell” triaxial est l'instrument le plus desirable si lorsque la roche est en bonne condition. Des compilations composants des compressions verticales determinées et des compressions horizontales moyennes des parties de l'écorce terrestre sont presentées et demontrent que des compressions verticales sont une fonction du poids de la couverture et que les compressions horizontales moyennes augmentent en général à raison de 0,407 kg/cm2/m. Des données additionelles sont réquises pour pouvoir prédire le compression horizontale moyenne au-delà de 800 m de profondeur. L'exemple presenté décrit les déterminations des compressions et donne une analyse tectonique demontrant que l'interpretation de l'histoire géologique des deformations permet une prédiction quant aux directions de la compression principale. Cependant, les incertitudes alliées, dues aux lacunes existantes dans la documentation, requièrent une épreuve par détermination des compressions.
    Notes: Summary Ground Stress Determinations in Canada Stress determinations with the biaxial (Doorstopper) and the triaxial strain cell of the C. S. I. R., South Africa, are discussed and show that the triaxial cell is the more desirable instrument if good rock conditions exist. Vertical and average horizontal stresses in Canada are similar in magnitude to those from other parts of the earth's crust and show that vertical stresses are related to weight of overburden and average horizontal stresses increase in most of the cases with 0.407 kg/cm2 per metre of depth. More data are necessary to make any prediction for the average horizontal stress beyond a depth of 800 m. Stress determinations and a tectonic analysis show that the unravelling of the geological stress-strain history allows some prediction of principal stress directions, but the attached uncertainties due to gaps in documentation require proof by stress determinations.
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    Rock mechanics and rock engineering 6 (1974), S. 123-128 
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    Rock mechanics and rock engineering 6 (1974), S. 141-166 
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    Description / Table of Contents: Zusammenfassung Bestimmung des Ursprunges seismischer Vorgänge mit Hilfe eines untertägigen Geophon-Netzwerkes Ein Verfahren zur Bestimmung seismischer Vorgänge mit Hilfe einer dreidimensionalen Seismometeranordnung wird vorgeschlagen. In dem beschriebenen Verfahren wird vorausgesetzt, daß die „beste Lage“ des Ursprunges von seismischen Vorgängen durch Minimieren der Summe der Quadrate der Restabweichungen erhalten wird. Als Restabweichung ist der Unterschied der gemessenen und berechneten Wege vom geschätzten Fokus des seismischen Vorganges zu einem der Seismometer zu verstehen. Ein System von drei nichtlinearen Gleichungen führt zur Bestimmung der gesuchten Koordinaten. Die endgültige Lösung wird mit Hilfe eines Iterationsvorganges erhalten, wobei die erste Näherungslösung quasi auf einer Methode der kleinsten Quadrate beruht. Die vorliegende Analyse führt zu einer Reihe von interessanten Punkten im Hinblick auf den Entwurf von seismischen Netzwerken. Fallen zum Beispiel alle Seismometer in einem Netzwerk auf den Mantel eines Normalkegels, dann sind die erhaltenen Angaben unzureichend, um einen seismischen Vorgang in der Nähe der Kegelspitze zu erfassen. Um eine derartige „blinde Stelle“ zu vermeiden, muß ein Netzwerk mindestens sieben sachdienlich angeordnete Seismometer enthalten. Im Fall eines Oberflächennetzwerkes werden blinde Stellen unterhalb des Netzwerkes vermieden, wenn wenigstens sechs Seismometer nicht auf einem Kegelschnitt liegen.
    Abstract: Résumé Localisation numérique des foyers d'événements sismiques au moyen des temps d'arrivée des ondes “P” Il est postulé que la meilleure estimation pour la localisation des foyers d'événements sismiques, en milieu homogène isotrope, s'obtient en rendant minimale la somme des carrées des résidus. Le résidu est défini comme étant la différence entre les chemins, calculés ou mesurés, partant du foyer présumé et aboutissant à l'un des sismomètres. Un système de trois équations non linéaires doit être résolu pour déterminer les coordonnées demandées. La solution est obtenue par itération à partir d'une première approximation établie par la méthode des moindres carrées. Lorsque tous les sismomètres d'un réseau sont situés sur la surface d'un cône circulaire droit, l'information obtenue ne permet pas de localiser les événements près du sommet. Afin d'éviter ces points “invisibles” le réseau doit posséder au moins sept géophones placés judicieusement. Un reseau situé à la surface doit contenir un minimum de six sismomètres qui ne font pas partie d'une même section conique.
    Notes: Summary Digital Location of Seismic Events by an Underground Network of Seismometers using the Arrival Times of Compressional Waves It is postulated that the ‘best’ estimate of the location of the foci of events in homogeneous isotropic ground is obtained by minimizing the sum of the squares of the residuals. The residual is defined as the difference between the computed and the measured paths from the estimated focus of one of the seismometers. A set of three non-linear equations is used to determine the required co-ordinates. The solution is obtained by a process of iteration, the first approximation for which is produced through a ‘quasi-least-squares’ method. If all seismometers of a network fall on one of the sheets of a right circular cone then the information obtained will be insufficient to allow the location of an event occurring at or in the neighbourhood of the apex to be determined. If such a ‘blind spot’ is to be avoided, the network must contain at least seven appropriately-placed geophones. If at least six seismometers of a network on the ground surface are not all on a conic section then there will be no blind spots in the half-space beneath the instruments.
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    Rock mechanics and rock engineering 6 (1974), S. 247-253 
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    Description / Table of Contents: Zusammenfassung Geotechnische Eigenschaften des Kalksteins im Niltal, Ägypten Es werden die Ergebnisse einer geotechnischen Studie des ägyptischen Kalksteins entlang des Niltales gezeigt. Diagramme, die die Zusammenhänge zwischen Druck und Porosität als auch von Druck und Raumgewicht darstellen, zeigen eine deutliche Abnahme des Druckes bei steigender Porosität und einen Anstieg bei zunehmendem Raumgewicht. Ferner wurden empirische Gleichungen, die die Abhängigkeit dieser Werte voneinander erfassen, aufgestellt.
    Abstract: Résumé Propriétés géotechniques des calcaires de la vallée du Nil, Egypte Résultats d'une étude géotechnique des calcaires Egyptiens le long de la vallée du Nil. Représentation graphique montrant les rélations entre la compression et la porosité, respectivement le poids volumetrique. Les graphiques montrant clairement la diminuition de la compression lorsque la porosité augmente; par contre on constate un croissance de la compression lorsque le poids volumetrique augmente. Des équations empiriques montrant l'interdépendence des valeurs messurées.
    Notes: Summary Geotechnical Properties of the Limestones Exposed Along the Nile Valley, Egypt The results of a geotechnical study of the Egyptian limestones exposed along the Nile Valley are represented. Graphs representing the relations between compressive strength and both porosity and volumetric weight show clearly the decrease of the compressive strength with the increase in the porosity as well as its increase with an increasing volumetric weight. Empirical equations representing the interdependence of these values have been also derived.
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    Rock mechanics and rock engineering 5 (1973), S. 1-19 
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    Description / Table of Contents: Zusammenfassung Spannungsverteilung und Bruchzonen in Firste und Ulmen von Strebbauen. Eine zweidimensionale Spannungsanalyse mittels der Finite-Element-Methode wurde benützt, um die Spannungsverteilung und die Entwicklung von Bruchbildungsvorgängen im Firstgestein am Streb einer Kohlengrube zu studieren. Bei der Ermittlung von Untergrundverschiebungen und der Anwendung einer „Inverse Approximation“-Technik wurden anstelle von Laborversuchsmessungen effektive Materialeigenschaften verwendet. Die Ausgangsspannungen im Fels um die Öffnung herum wurde ausfindig gemacht und drei Ansätze der Mohr-Coulombschen Bruchtheorie wurden zur Errechnung der entsprechenden Sicherheitsfaktoren benützt. Entsprechend den Druck- und Zugfestigkeiten wurden vier Zonen von Progressiven Brüchen festgestellt. Die wirksamen Elastizitätsmoduli für diese Zonen wurden mittels eines Verfahrens zur Bestimmung der Restelastizität errechnet. Schließlich wurden Kriterien für die Festigkeit von gebrochenem Gestein eingeführt und die Standsicherheitsfaktoren für den unmittelbaren Firstbereich errechnet. Aufgrund der Hauptspannungsrichtungen in den Zonen größter Schubspannungen wurden die Richtungen der Bruchlinien ermittelt.
    Abstract: Résumé Distribution des contraintes et zones de fracture en roche autour de la cavité d'une longue taille. Une analyse des contraintes par la méthode des éléments finis a été faite pour étudier la distribution des contraintes et le développement du processus de fracturation du toit rocheux d'une longue taille dans une mine de charbon. Les propriétés effectives du matériau furent utilisées au lieu de celles qu'on mesure par des essais de laboratoire. Elles furent obtenues à partir des enregistrements des déplacements souterrains et par une technique d'approximation inverse. Les contraintes initiales autour des cavités ont été trouvées et trois variantes de la théorie de la rupture de Mohr-Coulomb furent utilisées pour calculer les coefficients de sécurité correspondants. Quatre zones de rupture progressives furent définies d'après le rapport résistance à la compression/résistance à la traction. Le module élastique effectif de ces zones fut calculé au moyen d'une approche par résidu élastique. Finalement le critère de stabilité des roches rompues fut introduit et les facteurs de stabilité furent calculés pour la zone immédiate du toit. Les directions des lignes de fracture du toit furent prévues à partir des directions des contraintes principales dans la zone de cisaillement maximal.
    Notes: Summary Stress Distribution and Rock Fracture Zones in the Roof of Longwell Face in a Coal Mine. A two-dimensional finite element method of stress analysis was used to study the stress distribution and development of the fracturing process within the roof rock of a longwall face in a coal mine. Effective material properties were used instead of those measured in laboratory tests by employing underground displacement data and an inverse approximation technique. Initial stresses in the rock around the opening were found and three variations of the Mohr-Coulomb failure theory were used to calculate the corresponding safety factors. Four zones of progressive failure were established according to compressive-tensile stress proportions. The effective elastic moduli for these zones were calculated by means of a residual elasticity approach. Finally, the fractured rock stability criteria were introduced and the stability factors were calculated for the immediate roof area. Directions of fracture lines in the roof were found using the principal stress directions in the maximum shear stress zone.
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    Rock mechanics and rock engineering 5 (1973), S. 121-124 
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    Rock mechanics and rock engineering 5 (1973), S. 125-128 
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    Rock mechanics and rock engineering 5 (1973), S. 151-162 
    ISSN: 1434-453X
    Keywords: blasts ; craters ; explosions ; fragmented materials ; graphical analysis ; mining engineering ; model tests ; rock excavation ; sieve analysis
    Source: Springer Online Journal Archives 1860-2000
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    Description / Table of Contents: Zusammenfassung Die Anwendung von Gröβenverteilungsgleichungen bei Gesteinslösung durch Sprengung Zur Beschreibung der Abmessungen der Gesteinsstücke, die beim Lösen durch Sprengung entstehen, kann eine Größenverteilungsgleichung benutzt werden. Die Veröffentlichung beschreibt die Ergebnisse kleiner Versuchssprengungen und die Herleitung von Gleichungen für die Trümmerkorngrößenverteilung als Funktion der Parameter der Sprengarbeit. Der Grad der Gesteinszerkleinerung wirkt sich erheblich auf die Kosten von Bergbau-und Steinbruchbetrieben aus. Eine Vorhersage der Kornverteilung des Schutter-gutes für die angewendete Sprengarbeit aufgrund mathematischer Ansätze würde eine Optimierung gestatten. Die Ergebnisse von Sprengversuchen kleinen Maßstabes haben gezeigt, daß es möglich ist, Beziehungen zwischen der Gesteinszerkleinerung und dem Ladungs-Vorgabe-Verhältnis (= tatsächliche Vorgabe: optimaler) für einen gegebenen Sprengstoff und eine bestimmte Gesteinsart aufzustellen. Großmaßstäbliche Versuche zur vollgültigen Auswertung dieser Beziehungen stehen noch aus, doch können die gefundenen Gleichungen schon jetzt zu einer quantitativen Schätzung der Wirkung von Lademengen aufgrund gemessener Kornverteilungen verwendet werden. Veröffentlichte Ergebnisse anderer Autoren zeigen aussichtsreiche Korrelationen mit Vorhersagen, welche aus den vorgeschlagenen Gleichungen gewonnen wurden.
    Abstract: Résumé Emploi des equations de la granulometrie pour l'etude de la fragmentation des roches par explosifs Les équations de la granulométrie peuvent être employées pour décrire le degré de fragmentation produit par la rupture des roches sous l'effet des explosifs. Cette note présente les résultats obtenus lors d'essais d'explosions à petite échelle et les équations qui en dérivent pour relier la granulométrie des fragments aux paramètres géométriques des explosions. L'application et la validité de ces techniques pour des explosions à grandes échelles sont également traitées.
    Notes: Summary The Application of Size Distribution Equations to Rock Breakage by Explosives Size distribution equations can be used to describe the degree of fragmentation produced by explosive rock breakage. This paper describes the results of small scale blasting experiments and the derivation of equations to relate size distributions to blasting design parameters. The application and relevance of these techniques to large scale blasting operations is also discussed.
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    Rock mechanics and rock engineering 5 (1973), S. 129-149 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Zusammenfassung Scherversuche an klüftigen Gesteinen ohne Dränung Wasserdruck in Klüften muß sich verändern, wenn ohne perfekte Dränage Scherkraft ausgeübt wird. In der vorliegenden Arbeit wird ein neuer, direkt wirkender Scherapparat beschrieben, in welchem ummantelte Prüfkörper mit gerichteten Klüften unter Konsolidationsbedingungen ohne Dränage untersucht werden können, wobei der Porendruck gemessen wird. Es wird außerdem die Technik von Triaxialversuchen beschrieben und typische Ergebnisse mit ungestörtem und geklüftetem Sandstein werden mit Ergebnissen aus direkten Scherversuchen verglichen. Während ungestörte Proben steigenden Porendruck, gefolgt von Dilatanz, aufweisen und der Porendruck vor der Höchstbelastung nachläßt, nimmt derselbe in geklüfteten Proben bis zur Höchstbelastung ständig zu.
    Abstract: Résumé Essais de cisaillement non drainé sur des échantillons de roche contenant une discontinuité Les pressions interstitielles à l'intérieur des discontinuités doivent changer lorsqu'elles sont soumises au cisaillement et que le drainage n'est pas parfait. Cet article décrit une nouvelle machine pour essais de cisaillement direct permettant de tester, dans des conditions de consolidation non drainée, des échantillons de roche gainés comportant une discontinuité d'orientation déterminée. La machine permet la mesure de la pression interstitielle. L'article décrit également les techniques de compression triaxiale correspondantes et des résultats typiques obtenus sur des échantillons de grès intact ou traversé par un joint sont comparés à ceux provenant des essais de cisaillement direct. Alors que les échantillons de roche intacte montrent un accroissement de la pression interstitielle suivi de dilatance et d'une réduction de pression avant que la contrainte de cisaillement maximum ne soit atteinte, la pression interstitielle dans les échantillons contenant une discontinuité croît jusqu'au droit de la contrainte de cisaillement maximum.
    Notes: Summary Undrained Shear Testing of Jointed Rock Water pressures must change inside joints undergoing shear without perfect drainage. This paper describes a new direct shear machine in which jacketed samples with oriented joints can be tested under consolidated undrained conditions with pore pressure measurement. Triaxial compression techniques for such tests are also described and typical results with intact and jointed sandstone samples are compared with results from the direct shear tests. Whereas intact specimens displayed increasing pore pressure followed by dilatancy and pore pressure decline before peak loading, the pore pressure in jointed specimens continued increasing right up to the peak load.
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    Rock mechanics and rock engineering 5 (1973), S. 231-236 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Summary On the Prediction of the Reach and Velocity of Catastrophic Landslides An analysis of the data of rapid, catastrophic landslides shows that a correlation exists between the logarithm of the volume V of such landslides and the logarithm of the coefficient of frictionf which governs their course. This correlation is $${}_{10}\log f = - 0.15666 {}_{10}\log V + 0.62419$$ where the volume is in m3. The coefficient of correlation is 0.82. This correlation can be used to predict the reach and the velocity of an imminent landslide, if the volume can be estimated beforehand.
    Abstract: Résumé Sur la prédiction de la portée et du cours d'éboulements catastrophiques Les observations des éboulements rapides et catastrophiques qui sont rapportées dans la littérature sont analysées. Il est démontré qu'une corrélation existe entre le logarithme du volume V de ces éboulements et le logarithme du coefficient de la friction qui gouverne leur cours. Elle est $${}_{10}\log f = - 0,15666 {}_{10}\log V + 0,62419$$ où le volume est mesuré en m3. Le coefficient de la corrélation est 0,82. Cette corrélation peut être utilisée pour prédire l'extension et la vélocité d'un éboulement imminent si son volume est estimable en avance.
    Notes: Zusammenfassung Über die Vorhersage von Reichweite und Verlauf katastrophaler Bergstürze Eine Analyse der Beobachtungen von schnellen, katastrophalen Bergstürzen zeigt, daß eine Korrelation zwischen dem Logarithmus des Volumens V und dem Logarithmus des Reibungskoeffizientenf, der ihren Verlauf bestimmt, existiert. Diese Korrelation hat die Form $${}_{10}\log f = - 0,15666 {}_{10}\log V + 0,62419$$ wo das Volumen im m3 gemessen wurde. Der Korrelationskoeffizient beträgt 0,82. Diese Korrelation kann dazu verwendet werden, um die Reichweite und den Verlauf eines erwarteten Bergsturzes vorauszusagen, wenn dessen mutmaßliches Volumen abgeschätzt werden kann.
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    Rock mechanics and rock engineering 5 (1973), S. 203-213 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Zusammenfassung Der Einfluβ der Belastungsgeschichte auf die laterale Deformation Mit Hilfe einer steifen, von digitalen Kalkulatoren kontrollierten Prüfmaschine wurden bei der Untersuchung eines Sandsteines negative Poisson-Zahlen erhalten, die deutlich mit der vorangegangenen Belastungsgeschichte des Probestückes in Beziehung gebracht werden konnten und sogar als Zeugnis von großer Aussagekraft in bezug auf diese Vorgeschichte gewertet werden können, nicht nur für Belastungen im Labor, sondern möglicherweise auch für die Größe von Spannungen im Gebirge.
    Abstract: Résumé L'influence de l'histoire des contraintes à la dilatation latérale En étudiant un grès dans une machine rigide de chargement, contrôlée par un ordinateur digital, des coefficients de Poisson négatifs ont été rencontrés. Ils se trouvaient en corrélation évidente avec l'histoire antérieure des contraintes sur l'échantillon et, peut-être, peut-on y trouver une manifestation sensible de cette histoire, non seulement à l'égard de chargements de laboratoire mais aussi du niveau des contraintes in-situ.
    Notes: Summary The Influence of Stress History on Lateral Strain In the examination of a sandstone using a digital computer-controlled stiff loading frame, negative Poisson's ratios were encountered. They were strongly correlated with the previous stress history of the specimen, and may indeed prove to be an exceedingly sensitive manifestation of that prehistory not only as regards laboratory loading but probably also field stress levels.
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    Rock mechanics and rock engineering 5 (1973), S. 189-202 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Zusammenfassung Neues digitales Verfahren zur dreidimensionalen Spannungsanalyse in elastischen Medien In der vorliegenden Arbeit werden die Grundlagen eines neuen Verfahrens der dreidimensionalen Spannungsanalyse beschrieben. Die Behandlung des allgemeinen Problems der Gebirgsmechanik, d. h. die Bestimmung der Spannungs- und Verschiebungsverteilungen in der Umgebung von untertägigen Hohlräumen, mit Hilfe konventioneller Verfahren — wie z. B. der Methode der Finiten Elemente — hat den Nachteil, daß der gesamte Gebirgskörper berücksichtigt werden muß. Dies hat zur Folge, daß sich realistische dreidimensionale Probleme auch mit modernsten Digitalrechnern nicht mehr innerhalb annehmbarer Rechenzeiten lösen lassen. Das hier vorgestellte Verfahren vermeidet diese Schwierigkeiten durch eine Formulierung, die ausschließlich die Randbedingungen an den Begrenzungsflächen des Mediums verwendet. Spannungen und Verschiebungen an diesen Flächen sowie im Inneren des Gebirgskörpers werden als Überlagerungseffekt einer Reihe von Grund-Lösungen mit geeigneten Eigenschaften ausgedrückt. Aus Gründen der Einfachheit wird in dieser Arbeit nureine solche Grund-Lösung verwendet. Diese beschreibt die Wirkungen einer Einzelkraft, die an einem Punkt eines unendlichen Mediums angreift. Mit Hilfe dieser Lösung kann die Wirkung eines Aggregates derartiger Kräfte in Matrizenform ausgedrückt werden. Läßt man eine Einzelkraft an jedem infinitesimalen Element einer kontinuierlichen Fläche angreifen, dann können die Spannungs- und Verschiebungsverteilungen im Körper mit Hilfe der an dieser Fläche herrschenden Randbedingungen beschrieben werden. Begrenzt die Fläche einen geschlossenen Hohlraum, so trennt sie das Medium in einen inneren und einen äußeren Teil. Auf diese Art entstehen zwei Problemklassen: Während der innere Bereich die Spannungsanalyse von Ingenieurbauten beinhaltet, entspricht der äußere Bereich dem Hohlraumproblem der Gebirgsmechanik. Die beschriebene Formulierung mittels Matrizen ist für beide Bereiche gültig. Es wird jedoch gezeigt, daß die entsprechenden Matrizen charakteristisch unterschiedliche Eigenschaften haben. Diese Beobachtung ist von grundlegender Bedeutung für die Entwicklung numerischer Lösungsverfahren. Die Konvergenz-Charakteristiken zweier Iterativ-Schemata werden in Betracht gezogen. Zusammenfassend wird noch einmal die generelle Gültigkeit des Verfahrens betont. Weitere Grund-Lösungen und ihre Anwendung auf spezielle Probleme werden erwähnt.
    Abstract: Résumé Une nouvelle méthode pour la solution de problèmes à trois dimensions dans la théorie de l'élasticité Les auteurs élaborent une nouvelle méthode pour la solution de problèmes à trois dimensions dans la théorie de l'élasticité. En Mécanique des Roches, lorsque les excavations sont situées dans une masse infinie de roches, les méthodes courantes, telle que les éléments finis, ont le désavantage d'avoir à opérer sur une quasi-infinité d'éléments. Il en résulte que l'analyse de configurations réelles à trois dimensions devient impossible même avec les plus grands ordinateurs modernes. La nouvelle méthode évite ces difficultés en reformulant le problème entièrement en fonction des conditions régnant aux limites de la configuration. Les tensions et les déplacements aux limites, ainsi qu'à l'intérieur de la masse, sont produits par les actions superposées d'un ensemble convenablement choisi de fonctions — solutions élémentaires. Pour alléger l'exposé on n'a employé qu'une seule fonction — solution dans cette publication. Elle décrit l'action d'une force concentrée en un point d'un milieu infini. Les actions d'une distribution de pareilles forces concentrées peuvent s'exprimer sous forme matricielle. En appliquant une force concentrée à chaque élément infinitésimal d'une surface continue située dans le milieu on arrive à exprimer les tensions et les déplacements en un point quelconque en fonction des conditions régnant sur cette surface. Si cette surface est fermée elle divise le milieu en une région intérieure et une région extérieure, ce qui donne lieu a deux classes de problèmes. Le problème intérieur se présente surtout en Résistance des Matériaux, tandis que le problème extérieur se recontre en Mécanique des Roches. Le formalisme matriciel mentionné ci-dessus est applicable dans les deux régions. Cependant il apparaît que les matrices associées ont des propriétés foncièrement différentes. Cette constatation est de première importance lors de l'élaboration de méthodes de solutions numériques ayant recours à l'ordinateur. Deux procédés de calculs appropriés sont analysés dans cette publication. Dans leurs conclusions les auteurs mettent de nouveau en relief la généralité de la méthode. Quelques exemples de fonctions — solutions élémentaires, différentes de la fonction — solution (force concentrée) employée dans cette publication, sont cités.
    Notes: Summary A New Digital Method for Three-Dimensional Stress Analysis in Elastic Media A new method for three-dimensional stress analysis in elastic media is outlined. According to this approach the problem is formulated purely in terms of conditions prevailing at the bounding surfaces of an elastic body. Stress and displacements on these surfaces, as well as inside the body, are expressed in terms of the superimposed effect of a set of basic solutions having suitable properties. The method is developed in matrix form. Some general properties of the governing matrices are established with a view to developing suitable numerical procedures. The convergence characteristics of two iterative schemes are considered. The paper concludes with observations concerning the generality of the approach.
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    Rock mechanics and rock engineering 5 (1973), S. 237-248 
    ISSN: 1434-453X
    Keywords: Aggregate ; Compressibility ; Compressive strength ; Particle size ; Rockfill ; Rock Mechanics ; Void Ratio ; Strain ; Stress ; Average particle size ; Compressive strength ; Void ratio ; Initial void ratio ; Final void ratio ; Angularity number ; Uniformity coefficient ; Deformation ; Force ; Modulus of elasticity ; Poisson's ratio ; Aggregat ; Kompressibilität ; Druckfestigkeit ; Körnung ; Steinpackung ; Felsmechanik ; Relativer Porenraum ; Verformung ; Spannung ; Korndurchmesser ; Druckfestigkeit ; relativer Porenraum ; anfänglicher relativer Porenraum ; endrelativer Porenraum ; Eckigkeit ; Ungleichförmigkeitsgrad ; Verformung ; Kraft ; Elastizitätsmodul ; Poisson-Zahl ; Agrégat ; Compressibilité ; résistance à la compression ; taille des particules ; enrochement ; mécanique des roches ; indice des vides ; déformation ; contrainte ; diamètre des grains ; résistance à la compression ; indice des vides ; indice des vides initial ; indice des vides final ; angulairité ; coefficient d'uniformité ; déformation ; force ; module d'élasticité ; coefficient de Poisson
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Zusammenfassung Einige Faktoren, die die Kompressibilität von Aggregaten bestimmen Diese Arbeit untersucht die Variablen, die die Kompressibilität von Gesteinsaggregaten bestimmen, und liefert experimentelle Angaben über das Verhalten von Kalkstein-, Dolerit- und Sandsteinproben bis zu 19,0 mm Korngröße. Die Ergebnisse weisen darauf hin, daß, während der anfängliche relative Porenraum des Aggregats den Grad der potentiell vorhandenen Kompressionsspannung bestimmt, der durchschnittliche Aggregatsdurchmesser (d m) und die eigentliche Druckfestigkeit (S c) die Kompressibilitäts-Spannungs-Verformungscharakteristik laut der Formel $$\varepsilon \alpha \ln \frac{{\sigma d_m {1 \mathord{\left/ {\vphantom {1 2}} \right. \kern-\nulldelimiterspace} 2}}}{{S_c }}$$ bestimmen.
    Abstract: Résumé Influence de la résistance des particules sur la compression d'un agrégat broyé Les auteurs examinent les paramètres qui affectent la compressibilité des agrégats de roches et présentent des résultats expérimentaux obtenus avec des échantillons de calcaire, de dolérite et de grès, sur l'influence du diamètre des grains en-dessous de 19 mm. Les résultats suggèrent que l'indice des vides initial impose le taux de la déformation à la compression dont on dispose, cependant que le diamètre des grains (d m) et la résistance à la compression (S c) définissen les caractéristiques de la courbe de compressibilité.
    Notes: Summary The Effect of Particle Strength on the Compression of Crushed Aggregate The paper examines the variables controlling the compression of rock aggregates, and presents experimental data on the behaviour of limestone, dolerite and sandstone samples in size ranges up to 19.0 mm. The results suggest that while the initial void ratio of the aggregate determines the degree of compressive strain potentially available, the average aggregate dimension (d m) and intrinsic compressive strength (S c) determine the compressive stressstrain characteristics in the form, $$\varepsilon \alpha \ln \frac{{\sigma d_m {1 \mathord{\left/ {\vphantom {1 2}} \right. \kern-\nulldelimiterspace} 2}}}{{S_c }}$$
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    Rock mechanics and rock engineering 6 (1974), S. 117-118 
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    Rock mechanics and rock engineering 6 (1974), S. 91-100 
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    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Summary Are there Connexions Between Earthquakes and the Frequency of Rock Bursts in the Mine of Bleiberg Observations, that were done in the mine of Bleiberg, allow the conclusion, that the same stresses in the earth's crust, which cause earthquakes cause higher frequencies of rock bursts, to. Specially the area of earthquakes around the Mediterranean has effects on Bleiberg. But also other parts of the earth's crust in particular those of the Caribbean area, seem to have their effects. Effects caused by earthquakes of the South-American Pacific-Coast could not be derived from our records.
    Abstract: Résumé Relations entre des tremblements de terre et des coups de rupture de roche Des observations faites durant des années dans la mine de Bleiberg on permis de conclure, que les contraintes dans l'écorce terrestre qui provoque des séismes suscitent également une augmentation de la fréquence des coups de rupture de roche. En particulier, Bleiberg est sous l'influence de la zone sismique de la région de la Méditerranée, mais il semble, que d'autres régions de l'écorce terrestre, par exemple celles de la région caraibe, ont une influence sur la région mentionnée. Par contre selon les enregistrements effectués on a pas pu constaté une influence des séismes de la côte sud-américaine du Pacifique sur cette région.
    Notes: Zusammenfassung Gibt es Zusammenhänge zwischen Erdbeben und Gebirgsschlaghäufungen im Bergbau Bleiberg Langjährige Beobachtungen beim Bergbau Bleiberg lassen den Schluß zu, daß dieselben Spannungen in der Erdkruste, welche Erdbeben auslösen, auch Gebirgsschlaghäufungen hervorrufen. Im besonderen wirkt sich auf Bleiberg offenbar die durch den Mittelmeerraum führende Erdbebenzone aus. Aber auch Unruhen anderer Teile der Erdkruste, so jene des Karibischen Raumes, scheinen Einfluß zu haben. Von Erdbeben der südamerikanischen Pazifikküste konnte nach unseren Aufzeichnungen kein Einfluß abgeleitet werden.
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    Rock mechanics and rock engineering 6 (1974), S. 101-116 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Summary Are Residual Stresses Related to Tectonic Deformation In situ stress measurements and the direct determination of residual elastic strain at a granular scale indicate that during diagenetic and tectonic processes elastic energy may be stored in rocks and rock masses. Model experiments have been conducted to gain a better understanding of such processes. The models consisted of plexiglas plates with holes in various arrangements. These holes are filled with epoxy-resins while the plates are under load. After curing of the resin and release from external load residual stresses remain in the structure. In homogeneously deformed plates with homogeneously arranged holes the development of residual strain at a granular scale could be simulated. Residual stresses and their effect on rock structure correlate well with the findings from naturally deformed sandstone samples. Both model and rock show a pronounced anisotropy with regard to their deformation moduli and strength. The development of residual strain at a larger scale i. e. in a fold structure — could be simulated by the use of inhomogeneous systems. In contrast to the homogeneous models any removal of parts of such structures is associated with considerable deformations within the remaining body. Such deformations are a direct cause of internal stresses which did remain in the structure after unloading as a relict of the phase of active deformation.
    Abstract: Résumé Existent-ils des cohérences entre les contraintes residuelles et les effets tectoniques Les réactions diagénetiques-tectoniques peuvent engendrer les contraintes résiduelles dans les pierres et les roches. Ces contraintes, dans les modèles non chargés, peuvent être déterminés directement à l'aide des rayonsx. Les contraintes in situ qui sont souvent plus grandes qu'attendues ou qui montrent une liaison géologique avec la structure tectonique, démontrent que les contraintes accumulées dans les unités géologiques, appartiennent à la surface primaire de contrainte. Dans les essais présentés, on verse de la résine dans les cavités vides se trouvant entre les modèles en Plexiglas. Après durcissement de la résine quand on décharge le modèle, il n'y reste que les contraintes interieures. Les contraintes résiduelles du zone de microstructure peuvent être simulées par les modèles homogènes déformés homogènement. Les contraintes internes et les cassures qui en résultent, engendrent l'anisotropie qui dépend de la résistence à la traction et la module de déformation et qui s'accordent avec le grés déformé par la tectonique. Dans le but de servir de modèle à l'énergie élastique entassée dans un système hétérogène sont simulés pendant les essais, la naissance des contraintes résiduelles et l'effet d'une excavation. Ces excavations faites dans les modèles déchargés et d'une manière contraire à ces modèles homogènes, engendrent des déformations considerables. Comme les contraintes intérieures dépendent de la phase de déformation, il se trouve des liaisons entre elles et les contraintes résiduelles vues après le décharge et la phase de déformation et l'effet de ces contraintes.
    Notes: Zusammenfassung Bestehen Zusammenhänge zwischen residuellen Spannungen und tektonischer Beanspruchung Diagenetisch-tektonische Vorgänge können zur Entstehung von residuellen Spannungen in Gestein und Gebirge führen. An unbelasteten Proben konnten solche inneren Spannungen direkt röntgenographisch nachgewiesen werden. In-situ-Spannungen, die vielfach größer sind als erwartet oder aber geometrische Beziehungen zu tektonischen Strukturen aufweisen, deuten darauf hin, daß in größeren geologischen Einheiten gespeicherte Spannungen wesentlich zum Primärspannungsfeld beitragen. In den Modellversuchen, über die hier berichtet wird, wurden in Hohlräume elastisch deformierter Plexiglas-Körper flüssige Kunstharze eingegossen. Wird die Belastung nach dem Aushärten des Harzes weggenommen, bleiben im unbelasteten Modell innere Spannungen zurück. Residuelle Spannungen im Mikrogefügebereich ließen sich mittels homogener Modellkörper, die homogen verformt wurden, simulieren. Die Eigenspannungen und die durch sie hervorgerufenen Brüche geben den Modellkörpern ein ausgeprägt anisotropes Verhalten in bezug auf Verformungsmoduli und Zugfestigkeit, das genau mit dem Verhalten von tektonisch deformierten Sandsteinen übereinstimmt. Als Beispiel der in inhomogenen Systemen gespeicherten elastischen Energie wurde die Entstehung von residuellen Spannungen in Falten und die Wirkung eines das Gefüge störenden Ausbruchs simuliert. Im Gegensatz zu den homogenen Modellkörpern ruft hier jede Störung des Gefüges durch Abtrennen von Material beträchtliche Deformationen an den völlig unbelasteten Körpern hervor. Da die inneren Spannungen genetisch mit der Verformungsphase verbunden sind, bestehen Zusammenhänge zwischen dieser Phase aktiver Verformung und den nach der Entlastung zurückbleibenden residuellen Spannungen und deren Wirkungen.
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    Rock mechanics and rock engineering 6 (1974), S. 167-183 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Summary Sinking of a Ventilation Shaft for Tauern Tunnel In April 1971 construction of the 7 km approach road to the shaft point situated 2000 m above sea level was begun. Right before setting of winter the mounting works were finished and the normal sinking operations could start. For the drilling of blast holes a six-boom drilling rig was used which suited the excavation diameters of 10.6 to 11.2 m. Three thirds of 7 to 8 miners each were employed on the bottom of the shaft. Loading of the 3 m3-buckets was carried through by two multiarmed grabs of 500 l each the winches of which were grouped on a transportable platform. The muck was hoisted by a double pit haulage of 1000 kW and transported by a wheel-loader to the neighbouring dump. For drilling of anchor holes up to 8 m (provisional lining: SN-anchors, structural steel mats, concrete spray) a vertically transportable ring platform was employed on which four machine units could be operated. In the meantime operations have overcome two winter seasons. Many problems arose in connection with snow, avalanches, frost, storms and isolation from the world around. In spite of an alteration of the shaft point, extension of depth by 50 m and order of many additional building measures the time limits prescribed by the employer could be met prematurely up to now. It is intended to install simultaneously the insulation by foil, the inner concrete and the separating wall using the transportable platform and a sliding concrete. If the next winter will allow to realise this plan remains a further problem of this high level site.
    Abstract: Résumé Fonçage d'un puits d'aérage pour le tunnel de Tauern La construction de l'accès de 7 km à l'emplacement du puits situé env. 2000 m au dessus du niveau de la mer avait été commencée en avril de 1971. A l'hiver tombant les travaux de montage étaient achevés et on commançait à foncer le puits. Pour le forage des trous de mine on employait une sondeuse à six bras correspondant aux diamètres de l'excavation de 10,6–11,5 m. Le fonds de puits était occupé par 3 postes à 7–8 mineurs. Deux grappins poulpe à 500 l chargaient les baquets, contenu de 3 m3, les treuils desquels étaient groupés sur un plancher transportable. Une pelle-chargeuse sur pneus transportait les débris extraits par une bobine de 1000 kW, au terril voisin. Pour forer des trous d'ancrage jusqu'à 8 m (revêtement préliminaire: des boulons d'ancrage SN, des nattes pour construction mécanique, de béton projeté) on employait un plancher annulaire verticalement transportable sur lequel on pouvait travailler avec quatre unités d'appareillage. En attendant les opérations ont enduré deux hivers. Beaucoup de problèmes résultaient de neige, d'avalanches, de gelée, de tempêtes et de l'isolation du monde. Malgré un changement de l'emplacement du puits, un élargissement de la profondeur de 50 m et la disposition de beaucoup de mesures de construction supplémentaires, les délais mis du commettant pouvaient être réalisés prématurément jusqu'à présent. On a l'intention d'installer simultanément l'isolement par feuilles, le béton intérieur et le mur de séparation, employant le plancher transportable et un coffrage mobile. Si l'hiver prochain permet à réaliser ce projet reste un souci ultérieur de ce haut chantier.
    Notes: Zusammenfassung Abteufen des Lüftungsschachtes für den Tauerntunnel Mit dem Bau der 7 km langen Zufahrt zu dem in etwa 2000 m über NN gelegenen Schachtansatzpunkt wurde im April 1971 begonnen. Rechtzeitig vor dem Wintereinbruch konnten die Montagearbeiten abgeschlossen werden und der normale Teufbetrieb anlaufen. Für das Bohren der Sprenglöcher fand ein den Ausbruchsdurchmessern von 10,6 bis 11,5 m entsprechendes sechsarmiges Gerät Verwendung. Die Schachtsohle war mit 3 Dritteln zu 7 bis 8 Bergleuten belegt. Das Beladen der 3-m3-Kübel übernahmen zwei 500-l-Polypgreifer, deren Winden auf einer verfahrbaren Bühne angeordnet waren. Das mit einer 1000-kW-Doppelbobine zu Tage geförderte Haufwerk fuhr ein Radlader zur benachbarten Deponie. Zum Bohren von bis zu 8 m langen Ankerlöchern (vorläufiger Ausbau: SN-Anker, Baustahlmatten, Spritzbeton) verwendete man eine vertikal verfahrbare Ringbühne, auf der mit vier Geräteeinheiten gearbeitet werden konnte. Die Baustelle hat inzwischen zwei Winter überstanden. Schnee, Lawinen, Frost, Stürme und die Abgeschlossenheit von der Umwelt schafften viele Probleme. Trotz Verschiebung des Schachtansatzpunktes, Vergrößerung der Teufe um 50 m und Anordnung vieler zusätzlicher Baumaßnahmen konnten bislang die vom Auftraggeber gesetzten Fristen vorzeitig erfüllt werden. Es ist geplant, die Folienisolierung, den Innenbeton und die Trennwand gleichzeitig unter Benutzung der verfahrbaren Bühne und einer Gleitschalung einzubringen. Ob dies der kommende Winter gestattet, bleibt eine weitere Sorge dieser Höhenbaustelle.
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    Materials and structures 6 (1973), S. 49-51 
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    Materials and structures 6 (1973), S. 79-118 
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    Materials and structures 6 (1973), S. 3-13 
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    Description / Table of Contents: Résumé On décrit une méthode susceptible de prédire le comportement de structures simples soumises à la flexion alternée dans les limites strictes de charges symétriques constantes. A cette fin, deux études expérimentales ont été faites. Une première série d'essais avec moment de flexion contrôlé a porté sur des éprouvettes en acier doux dans les conditions de flexion simple alternée; mais la variation, pour un cycle quelconque, n'était pas symétrique par rapport à l'axe central de la poutre. On a entrepris une seconde série d'essais sur des poutres-consoles en acier doux soumises à des charges alternées; l'intervalle de fléchissement variait d'un cycle à l'autre mais, pour un cycle quelconque, les amplitudes de la flèche étaient inégales. D'après les résultats de la première série d'essais, on a établi une relation moment-courbure. On a eu recours ensuite au calcul électronique et un programme a été réalisé afin de prédire le comportement de structures simples sous flexion alternée dans les conditions de charge contrôlée. On s'est servi de la méthode pour prédire le comportment d'une poutre-console dans des conditions de charge similaires et on a établi une comparaison avec la seconde série d'essais. La corrélation entre les caractéristiques moment-courbure et le nombre de cycles est satisfaisante entre500 et10 000 cycles. On croit que les discordances, relatives à l'intervalle de fléchissement ou à l'amplitude maximale de flèche, entre les résultats analytiques et expérimentaux pour un petit nombre de cycles et une charge élevée sont dues à un phénomène de déformation plastique discontinue qui se manifeste au-dessous d'un certain seuil. On suppose qu'il se produit un fluage cyclique dans une direction spécifique qui dépend de la nature des contraintes résiduelles engendrées durant la première moitié d'un cycle de chargement alterné.
    Notes: Abstract A method has been developed to predict the cyclic behaviour of simple structures subjected to reversed bending under load control conditions. Cyclic moment-curvature relations are developed from pure bending tests under moment control and are applied to predict deflection range and maximum deflection amplitude for a cantilever beam. Disagreement between analytical and experimental results at low life and high load is attributed to a discontinuous yield phenomenon which manifests itself below a certain threshold load range. Cyclic creep is believed to occur depending upon the nature of residual stresses initiated during the first half cycle of reversed loading.
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    Materials and structures 6 (1973), S. 53-56 
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    Materials and structures 6 (1973), S. 123-128 
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    Description / Table of Contents: Résumé On décrit une méthode par laquelle les charges admissibles engendrées dans les conditions de service, ainsi que leur distribution dans un élément de poutre en béton armé délimité par deux fissures adjacentes, peuvent être calculées au moyen d'une simple inconnue, la valeur du coefficient d'équivalence “n”. On tient compte du fluage et des déplacements relatifs entre les matériaux. On a vérifié la méthode pour les charges dues au retrait, la valeur correspondante de n étant d'abord déterminée à partir de certains résultats de mesure puis substituées dans les formules à la contrainte limite supérieure de l'armature et au fléchissement maximal. On a comparé les résultats avec les observations faites au cours d'essais sur 5 poutres à pourcentages d'armature différents.
    Notes: Abstract A method is presented for calculation of the design state of stress in the working range in an arbitrary cross section of a cracked reinforced concrete beam, using the value of the modular ration as the only unknown coefficient. The method is applied to shrinkage in reinforced concrete.
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    Materials and structures 6 (1973), S. 149-150 
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    Materials and structures 6 (1973), S. 155-156 
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    Materials and structures 6 (1973), S. 269-276 
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    Description / Table of Contents: Résumé On présente un modèle de traitement stochastique de transfert de charge en fonction du temps du béton à l'acier dans des poteaux de béton armé soumis à une charge axiale constante et permanente. Ce phénomène est principalement dû au fluage et au retrait du béton. On définit d'abord un modèle déterministe qui consiste en une représentation idéalisée et simplifiée susceptible de fournir une bonne approximation du phénomène réel. Une fois le modèle mathématique mis au point, le choix du modèle de traitement stochastique dépend des mécanismes physiques réels du fluage et du retrait dans les poteaux de béton armé, ainsi que de la nature du modèle mathématique. Le modèle de traitement stochastique est un modèle probabiliste qui donne une fonction moyenne, reproduisant en fait le modèle mathématique et, en outre, les fonctions de variance et de covariance. La fonction de variance autorise la formulation d'énoncés relatifs aux limites inférieures et supérieures de transfert de charge en fonction du temps, ainsi que pour le même phénomène, des énoncés relatifs aux écarts possibles de la fonction moyenne. Les résultats fournis par le modèle de traitement stochastique sont comparés à ceux obtenus récemment en ce domaine par l'étude expérimentale; on constate que la concordance est très bonne.
    Notes: Abstract A stochastic process model is proposed for the phenomenon of time-dependent stress transfer from concrete to steel in reinforced concrete columns, subjected to axial loading. The phenomenon is caused by the mechanisms of creep and shrinkage. The importance of the stochastic model is brought out, in that it is now possible to have more meaningful information concerning the phenomenon under study. Furthermore, the importance of the stochastic model in practical problems involving the estimation of possible long-time stresses in structures, is mentioned. The results of the stochastic model are compared with practical tests results, and good agreements are obtained.
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    Materials and structures 6 (1973), S. 277-281 
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    Description / Table of Contents: Résumé Cet article décrit la confection de nouvelles éprouvettes cylindriques creuses de pâte de ciment pour les essais de fluage à humidité variable et, éventuellement, à température variable. L'épaisseur des parois n'est que de 0.75 mm, de sorte que l'équilibre des humidités à l'intérieur de l'éprouvette soit atteint suffisamment vite (en moins d'un jour) après une modification des conditions d'ambiance. Dans des conditions programmées d'humidité et de température ambiante lentement variable, l'éprouvette reste ainsi dans un état presque uniforme et de quasi équilibre, et l'on peut alors observer directement les propriétés du matériau à température et humidité variable. Le moule de confection des éprouvettes (dont le rapport eau/ciment est d'environ 0,45) est en téflon, ce qui assure une faible adhérence. Etant donné que le moulage s'accompagne de pressions élevées, le téflon est renforcé par de l'aluminium. La pâte de ciment est malaxée sous vide. Le démoulage (24 heures après) s'accomplit en eau glacée, par retrait thermique différentiel; le moule a été conçu de sorte que le refroidissement provoque une extension du diamètre externe du moule, tandis que le diamètre du mandrin intérieur se rétracte. Afin d'éviter la carbonatation, l'éprouvette est conservée dans de l'eau de chaux et les essais réalisés en atmosphère exempte de CO2. On présente quelques résultats d'essais préliminaires.
    Notes: Abstract Production of cement paste cylindrical specimens developed for creep tests at variable humidities and/or temperatures is described. The wall thickness is only 0.75 mm, which is required so that an equilibrium humidity distribution can be achieved in a short time with the result that the material parameters may be obtained directly by experiment.
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    Materials and structures 6 (1973), S. 307-308 
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    Materials and structures 6 (1973), S. 311-311 
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    Materials and structures 6 (1973), S. 377-393 
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    Materials and structures 6 (1973), S. 395-401 
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    Description / Table of Contents: Summary In three different institutes 33 series of bonding tests (beam test and pull-out test) have been carried out independently in accordance with the Recommendations published in Materials and Structures No. 15 of May–June, 1970, regarding high bonding-strength bars having diameters varying from 8 to 30 mm. The results obtained by the two types of tests have been interpreted in accordance with the Recommendations for the control and the agreement of high bonding strength (Section 1 of the Annexes to the CEB-FIP 1970 Practical Recommendations). The relative surface of the ribs ranged from 0.011 to 0.125, with a mean value of 0.47 and thus covered the whole practical range. The concrete's compression strength was within the normal scatter limits for all the series of tests. The bonding stresses τm and τR, determined by the flexural bond test, fall within the whole range of the practical values. For a few bars having very low fR values, the τm values do not come up to the imposed values. For others, showing high fR values, the τm values can be as high as twice the imposed values.
    Notes: Résumé Dans trois laboratoires, autrichien, belge et français ont été exécutés des essais d'adhérence selon les deux types d'éprouvettes retenus par la RILEM: beam-test et pull-out-test. Les résultats regroupés de tous les essais ont montré que les deux méthodes conduisaient à des valeurs moyennes des glissements, du même ordre mais avec des dispersions importantes à l'intérieur des séries. Aucune relation certaine n'a pu être trouvée entre les rapports POT/BT et la surface relative des nervures ou le diamètre des barres.
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    Materials and structures 7 (1974), S. 119-125 
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    Description / Table of Contents: Résumé On rend compte des tentatives couronnées de succès faites pour obtenir des mélanges à fort allongement et à faible teneur en air utilisables en membranes minces comme matériaux intercalaires dans les revêtements de routes. L'emploi de ce matériau entre la couche d'usure et le support d'un revêtement flexible devrait contribuer à atténuer l'effet des contraintes thermiques, à entraver la fissuration déterminée par la fondation et à dimineur la migration d'eau. Le mélange final était composé de parties approximativement égales de lambeaux de pneus triturés, de sable et de bitume. On donne la relation de base et les études statistiques relatives aux essais de traction paramétriques du nouveau compsite. On a déjà montré que l'application de ce matériau contribuerait simultanément à rendre moins préoccupant de probème des déchets solides que posent les pneus au rebut et à améliorer le bon état structural des revêtements flexibles.
    Notes: Abstract The materials characterization for a new procedure to reduce pavement cracking was presented. The viscoelastic properties of several mixes were determined to ascertain optimum bitumen content and composition of aggregates.
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    Materials and structures 7 (1974), S. 127-132 
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    Description / Table of Contents: Résumé En Afrique comme ailleurs la construction de routes en sol de ciment stabilisé implique l'établissement d'un contrôle de la quantité de ciment requise. B.S. 1924: 1967 recommande une méthode de détermination de la teneur en ciment des sols stabilisés dans lesquels de grandes quantités d'acides sont digérées et pour lesquels on utilise des broyeurs mécaniques. Les laboratoires des pays en développement ne peuvent cependant assumer en même temps l'utilisation de broyeurs mécaniques coûteux et de grandes quantités de produits chimiques pour de tels travaux. Cette recherche a donc pour fin d'élaborer d'autres méthodes de préparation d'échantillons qui, pour les sols stabilisés tropicaux, conduiraient à: 1) réduire la quantité d'acide digéré; 2) dispenser de l'utilisation des broyeurs à galets; 3) réduire le temps de préparation. En plus de la méthode normalisée, trois nouvelles méthodes de préparation des échantillons ont été utilisées. L'analyse statistique des résultats des essais de teneur en ciment effectués sur des échantillons prélevés sur une route en construction montre que les avantages mentionnés ci-dessus peuvent être obtenus et que de nouvelles recommandations pourraient par conséquent être formulées.
    Notes: Abstract Three new sample preparation methods other than the method suggested in B.S. 1924: 1967 are utilised for the determination of the cement content of cement-stabilised tropical soils with a view to i) reducing the quantity of acid digested, ii) making unnecessary the use of ball mill crushers, and iii) reducing the preparation time. Statistical analyses of the results obtained indicate that the above advantages can indeed be realised and recommendations are made accordingly.
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    Materials and structures 7 (1974), S. 148-152 
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    Notes: Abstract A realistic calculation and dimensioning of plastic material structures has to consider the variations of the actions upon the structure as well as the behaviour variations of the plastic materials used. The calculation method based on the limiting states presupposes the determination of standard values as well as uniformity and adaptation factors for the plastic materials. The relevant research problems are described.
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