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  • Articles  (2,608)
  • Springer  (2,608)
  • 2020-2020
  • 1970-1974  (2,608)
  • 1945-1949
  • 1973  (2,608)
  • Geosciences  (2,488)
  • Architecture, Civil Engineering, Surveying  (535)
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  • Articles  (2,608)
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  • 2020-2020
  • 1970-1974  (2,608)
  • 1945-1949
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  • 1
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    Journal of chemical crystallography 3 (1973), S. 3-13 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract An X-ray diffraction study of nupharidine hydrobromide has been carried out in order to obtain an unequivocal solution to the question of the N-oxide configuration. Nupharidine hydrobromide (C15H24BrNO2) crystals are orthorhombic, space groupP212121 withz = 4. The unit cell constants at 22 ± 3 ° area = 13·419(2),b = 13·668(4),c = 8·731(2) Å (CuKα1, λ = 1·54051 Å). Three-dimensional intensity data, to the limit 2θ = 145 ° for CuKα1, were measured on a GE XRD-490 automatic diffractometer equipped with Ni-Co balanced filters for monochromatization. The crystal structure was solved by the heavy-atom method and refined by least squares to anR of 0·06 for 1960 reflections. X-ray analysis clearly established that (a) the quinolizidine N-oxide system is built of twocis-fused chairs, (b) the methyl and the furan substituents occupy the equatorial position and (c) the absolute configuration indicated by the chemical methods is in agreement with the X-ray work. The stereochemical aspects of the Polonovski elimination reaction in the conversion of (+) nupharidine to Δ6-dehydrodeoxynupharidine has been studied in the light of these X-ray results.
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  • 2
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    Journal of chemical crystallography 3 (1973), S. 15-23 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract β-ethylenediaminetetraacetic acid crystallizes in the monoclinic system:a = 13·273(4),b = 5·575(7),c = 16·110(6) Å, β = 96·26(3),Z = 4,C2/c. The structure has been determined by direct methods with CuKα diffractometer data, and refined by full-matrix least squares toR = 0·057 for 755 observed reflexions. The molecule exists in acis conformation and possesses two-fold symmetry, the diad axis passing through the central C—C bond. The nitrogen atom is protonated, and takes part in a bifurcated intramolecular hydrogen bond. A short (2·46 Å) hydrogen bond links the oxygen atoms of adjacent molecules.
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  • 3
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    Journal of chemical crystallography 3 (1973), S. 25-35 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract The structure of 3,3′-dibromobenzophenone has been reinvestigated using new three-dimensional data. Crystals of 3,3′-dibromobenzophenone are orthorhombic:a = 4·05,b = 11·74,c = 24·80 Å,Z = 4, space groupPbcn. The structure has been refined by three-dimensional methods, including anisotropic full-matrix least squares, to anR index 0·104. The conformation of isolated molecules of benzophenone,pp′-dimethoxy benzophenone and 3,3′-dibromobenzophenone have been calculated by semi-empirical methods, and the results are compared with those obtained from X-ray crystallographic investigations on these compounds. It has been found that the calculated geometries of isolated molecules of benzophenone and its derivatives are different from those observed in the crystal structures of these compounds.
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  • 4
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    Journal of chemical crystallography 3 (1973), S. 47-54 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract The crystal and molecular structure of chloro(2,2′,2″-terpyridine)palladium(II)-chloride dihydrate, C15H15Cl2N3O2Pd, has been determined by single crystal X-ray diffraction techniques. The crystals are orthorhombic: space groupPna21,a = 17·217(9),b = 14·026(8),c = 6·801(5) Å,Z = 4. Least-squares refinement of 2064 non-zero manually gathered diffractometer reflexions was carried out to a conventional unweightedR of 0·069. The molecule consists of a basically planar 4-coordinate [Pd(terpy)Cl]+ cation and a Cl− anion. The molecules are packed in a layer structure in which the average separation is about 3·4 Å, the closest approach being 3·13 Å between a palladium atom and one of the nitrogen atoms of a neighboring molecule. Bond distances are within acceptable limits of predicted values. Deviations from planarity in the coordinated terpyridine ligand are presumably due to its steric limitations and are similar to those found in other terpyridine complexes.
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  • 5
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    Journal of chemical crystallography 3 (1973), S. 37-45 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract Yohimbine (C21H26N2O3) is an important indole alkaloid found in the Indian snake rootrauwolfia serpentina, and is very closely related to reserpine. Yohimbine hydrochloride (C21H27ClN2O3) is orthorhombic:P212121,a = 11·54,b = 24·88,c = 7·00 Å,Z = 4. X-ray diffraction data to a Bragg angle of 80 ° were collected on a G.E. diffractometer using CuKα radiation. The structure was solved by direct methods, and refined to a reliability index of 9·9 % by the block-diagonal least-squares method. Yohimbine has a ring system very similar to that of reserpine, though the conformations of the ringsC andD about the C—N bond are different in the two molecules. The absolute configuration of the molecule, determined by X-ray anomalous scattering, confirms the 3α, 15α, 20β configuration assigned earlier by conformational analysis.
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  • 6
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    Journal of chemical crystallography 3 (1973), S. 65-68 
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  • 7
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    Journal of chemical crystallography 3 (1973), S. 55-64 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract The crystal structure ofo-chlorobenzylidenemalononitrile, C10H5ClN2, has been determined by X-ray crystallographic analysis. The compound crystallizes in the monoclinic space groupP21/c, with unit cell dimensionsa = 3·971,b = 21·140,c = 10·747 Å, β = 95·29 °;Z = 4. The structure was solved by matching an assumed molecular shape to the near-origin peaks of a sharpened vector map, the detail being established by Fourier syntheses. Refinement by full-matrix least squares converged to an indexR of 0·097 for 1729 reflections from CuKα Weissenberg photographs. The molecular components, the phenyl and malononitrile groups, are individually planar but mutually tilted with a dihedral angle of 12·7 °. The deviation from planarity is related to steric hindrance between the malononitrile group and theortho-hydrogen of the phenyl ring.
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  • 8
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    Journal of chemical crystallography 3 (1973), S. 79-86 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract The alkaloid porantherine, C15H23N, has been isolated fromPoranthera corymbosa Brogn. (family Euphorbiaceae). It forms a stable hydrobromide which crystallizes in the orthorhombic space groupP212121, with cell dimensionsa=11·689,b = 15·190 andc = 7·721 Å. Its structure has been solved by the heavy-atom method and refined to anR of 0·063. The molecular skeleton has the form of a tertiary amine, with three fused six-membered rings centred on the nitrogen atom and a two-carbon atom bridge which holds the whole molecule rigid. The absolute configuration has been determined from the differences between Bijvoet pairs of reflexions.
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  • 9
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    Journal of chemical crystallography 3 (1973), S. 71-78 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract Oxidation of acetone-4-p-bromophenylsemicarbazone with lead tetraacetate yields only one isomer of 5,5-dimethyl-2-p-bromophenylimino-Δ3-1,3,4-oxadiazoline, C10H10BrN3O. Crystals of this compound are triclinic, space groupP¯1,a = 5·91(1),b = 9·52(1),c = 11·59(2) Å, α =114·1(1) °, β = 93·5(1) ° and γ = 108·8(1) °;z = 2 and the chemical composition is C10H10BrN3O. Of 2306 independent reflexions examined, 877 were strong enough to be measured with integrated precession photographs using MoKα radiation. The structure was refined using a full-matrix least-squares program to a finalR value of 0·064. The structure consists of planar phenyl and oxadiazoline rings, with a van der Waals interaction between a phenyl hydrogen atom and oxygen atom of the five member ring preventing the two rings from being co-planar; the H(13)-O(1) separation is 2·47 Å. TheZ-configuration of the product suggests a specific mechanism for the ring closure involving an organolead intermediate.
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  • 10
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    Journal of chemical crystallography 3 (1973), S. 87-93 
    ISSN: 1572-8854
    Source: Springer Online Journal Archives 1860-2000
    Topics: Geosciences , Physics
    Notes: Abstract Crystals of the hydrobromide of the alkaloid designated porantheridine, C15H27NO, isolated from the plantPoranthera corymbosa Brogn. (family Euphorbiacaea), belong to the space groupP212121, with cell dimensionsa= 10·059,b = 16·704 andc = 9·629 Å. The crystal structure was solved by the heavy-atom method and refined with 624 reflexions to a residual of 0·078. The molecule consists of three six-membered rings fused on to a common central nitrogen atom; one ring contains an oxygen atom with ann-propyl group and a methyl group substituted on the vicinal carbon atoms. The rings have thechair conformation, two being fusedtrans to each other andcis to the third. The absolute configuration was determined using the anomalous scattering power of the bromine atom.
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  • 11
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract The crystal structure of dichloro-(N,N,N′,N′-tetramethylethylenediamine)zinc(II), C6H16Cl2N2Zn, has been determined from 1684 reflexions measured on a Siemens four-circle diffractometer (A.E.D.) using the ω/2θ-scan technique and CuKα radiation. The crystals are monoclinic, space groupP21/c,a = 7·716(3),b = 13·335(9),c =11·545(5) Å, β = 105·59(6) ° andZ = 4. The structure was solved by Fourier methods, and refined by full-matrix least squares to a finalR (conventional) of 6·7 %. Anisotropic thermal parameters were evaluated for the non-hydrogen atoms, but the hydrogen atoms were assigned the equivalent isotropic thermal parameters of the carbon atoms to which they were bonded. The geometry around the zinc atom is distorted tetrahedral, with the Zn-Cl and Zn-N average bond lengths of 2·207(4) and 2·08(1) Å respectively.
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  • 12
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    Journal of chemical crystallography 3 (1973), S. 103-114 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract 10,10′-(5H,5′H)-spirobiphenophosphazinium chloride is one of the few examples of a spirophosphonium salt reported in the literature. This compound crystallized in space groupP21/c witha = 12·293(7),b = 13·279(8),c = 17·56(1) Å, β = 130·43(3) ° andZ = 4. The finalR index was 0·057. The results of the X-ray analysis indicated that this phosphorus heterocycle may indeed possess aromatic character. This contention was supported in solution by a31 P nmr study.
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  • 13
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    Journal of chemical crystallography 3 (1973), S. 115-123 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract The crystal and molecular structure of 2,5-dimethyl-3,4-diacetylfuran has been determined by direct methods using CuKα. photographic data. Refinement by full-matrix least-squares methods gave a finalR factor of 0·097. The crystals are monoclinic: space groupP21/c,a =14·92(2),b = 4·09(1),c =16·68(3) Å and β = 109·7(5) °;Z = 4. The furan ring of the molecule is planar, and the exocyclic atoms bound to the atoms of the ring lie close to the ring plane. The planes of the acetyl groups are tilted by 16 ° and 47 ° with respect to the ring plane. The exocyclic bond angles of this compound are significantly different from the equivalent angles in furan.
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  • 14
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    Journal of chemical crystallography 3 (1973), S. 127-137 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract An X-ray crystallographic study of 2,5-dimethyl-3,4-diacetylpyrrole showed that the crystals are monoclinic, space groupP21/n,a = 10·01(3),b = 12·93(3),c = 7·41(2) Å and β = 91·5(5) °. The crystal structure was solved by direct methods and refined by least squares to a finalR factor of 0·13. The values determined for the bond distances and angles of the pyrrole ring are in good agreement with the values reported in the literature. However, there are significant changes in the exocyclic bond angles of the atoms of the ring. The planes of the acetyl groups are tilted with respect to the ring plane, forming dihedral angles of 22 ° and 40 °.
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  • 15
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    Journal of chemical crystallography 3 (1973), S. 139-146 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract Crystals of the hydrobromide of poranthericine, C15H27NO, an alkaloid isolated from the plantPoranthera corymbosa Brogn. (family Euphorbiaceae) were found to belong to the orthorhombic space groupP212121, with unit cell dimensionsa = 12·761,b = 15·144 andc = 8·030 Å, andZ = 4. The structure was solved by the heavy-atom method and refined with 1276 reflections to a residual of 0·091 The molecule was found to consist of three saturated six-membered rings fused on to a common central nitrogen atom, with methyl, ethyl and hydroxyl groups attached to the periphery. All rings had thechair conformation and were fusedtrans to one another. The absolute configuration was determined using the anomalous scattering power of the bromine atom.
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  • 16
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    Journal of chemical crystallography 3 (1973), S. 147-155 
    ISSN: 1572-8854
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    Topics: Geosciences , Physics
    Notes: Abstract The crystal structure of 4,4′-diaminodiphenylsulphide, C12H12N2S, has been determined by three-dimensional X-ray methods. The crystals are orthorhombic, with space-groupP212121,a = 9·874(6),b = 19·445(9),c = 5·876(6) andZ= 4. The structure was solved by the heavy-atom method and refined by full-matrix least squares to anR value of 0·074. The molecules are held together by hydrogen bonds of the N-H ⋯ N type, and form chains parallel to theb axis.
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  • 17
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    Journal of chemical crystallography 3 (1973), S. 157-169 
    ISSN: 1572-8854
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    Notes: Abstract The crystal structure of bis-tetraphenylarsonium-tris-(cis-1,2-dicyano-1,2-ethylenedithiolato)Fe(IV), [(C6H5)3As]2Fe[S2C2(CN)2]3, has been determined using 3154 independent, non-zero reflexions collected by counter techniques. The substance crystallizes in the monoclinic system: space groupI2/a,a = 20·153(8),b = 13·411(5),c = 21·497(8) Å and β = 95·28(8) °;D m = 1·41(2),D c = 1·43 g cm−3 andZ = 4. The structure consists of Ph4As+ cations in general positions and tris-(cis-1,2-dicyano-1,2-ethylenediothiolato)Fe(IV) anions on two-fold axes. Although the coordination around the arsenic atom is tetrahedral, the overall symmetry of the cation is 1 (C 1), probably because the phenyl rings are rotated to accommodate the requirements of packing. The coordination of the six sulphur atoms about the iron atom is trigonal antiprismatic, approximating closely to an octahedron: for any pair oftrans sulphur atoms, the S-Fe-S angle is about 171 °.
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  • 18
    ISSN: 1572-8854
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    Notes: Abstract Crystals of the title compound, C12H18O8, are orthorhombic:P212121,a = 7·260(5),b = 9·483(6),c = 20·199(6) Å,Z = 4. The structure has been solved from the Patterson synthesis, and refined to anR-factor of 8·4% by full-matrix least-squares methods. The 6-membered rings are each in thechair conformation and arecis-fused at the 4a, 8a ring-junction. The structure led to an explanation of an unusually large chemical shift in the nmr signal from one of the methylenic hydrogen atoms on C(7).
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  • 19
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    Journal of chemical crystallography 3 (1973), S. 181-191 
    ISSN: 1572-8854
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    Notes: Abstract The title compound, Ni(C5H7O2)2· (C2H5OH)2, crystallizes in the triclinic system with unit cell dimensionsa = 8·923,b = 5·283,c = 9·522 Å, α = 81·4, β = 106·1 and γ = 103·3 °;Z= 1, space groupP¯1. The structure was solved by Fourier methods, and the 1557 three-dimensional counter diffraction intensity data (CuKα) were used in a least-squares refinement to a conventional unweightedR of 0·053. The nickel atom is surrounded by the four oxygen atoms of the two acetylacetone ligands and the two oxygen atoms of the ethanol molecules, forming a tetragonally-distorted octahedron with acetylacetone oxygen atoms at 1·997 and 2·026 Å and ethanol oxygen atoms at 2·140 Å. Parallel molecules are linked into columns along theb-axis by hydrogen bonds between the ethanol oxygen atom of one molecule and an acetylacetone oxygen atom of a neighboring molecule.
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  • 20
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    Journal of chemical crystallography 3 (1973), S. 193-199 
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    Notes: Abstract The crystal structure of diglycollic acid has been determined by X-ray diffraction techniques and refined by full-matrix least squares, with three-dimensional counter data. The crystals are monoclinic:C2/c,a = 9·708(4),b = 3·938(3),c = 15·685(6) Å, β = 112·01(3) °, andZ = 4. The finalR-factor for 673 observed reflections is 0·050. The carboxyl groups are related by a two-fold axis, parallel tob, passing through the central oxygen atom of the molecule. Polymeric chains of molecules are formed by hydrogen bonding. The intermolecular O—O separation is 2·668 Å, and is consistent with the observed infrared spectrum of solid diglycollic acid.
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  • 21
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    Journal of chemical crystallography 3 (1973), S. 201-207 
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    Notes: Abstract The structure of crystals of the composition Zn[Cl2Ti(C5H5)2]2·2C6H6 has been determined from Patterson and Fourier syntheses of two projections, and refined toR = 0·117 by full-matrix three-dimensional least-squares methods. The crystals are orthorhombic:Pbcn,a = 18·45(5),b = 15·40(6),c = 11·35(3) Å,Z= 4. The complex consists of a central distorted ZnCl 4 2− tetrahedron linked along the Cl—Cl edges to two distorted TiCl2(C5H5)2 + tetrahedra in such a way that their centres are nearly collinear The two C6H6 molecules in the formulae unit may be regarded as benzene of crystallization.
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  • 22
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    Journal of chemical crystallography 3 (1973), S. 209-219 
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    Notes: Abstract The crystal structure of methyl β-D-hamameloside has been determined by direct methods. The trigonal crystals have the space groupR3. Referred to hexagonal axes, there are nine molecules in the non-primitive unit cell witha =b = 18·08(2),c = 7·22(2)Å. The molecule exists in the 1C-trans-chair conformation, with the mean C-C and C-O bond lengths being 1·531 and 1·428Å respectively. The mean value for the carbon bond angle is 110·2 °. The crystal structure is composed of columns of molecules hydrogen-bonded about 32 axes, and with van der Waals forces holding these columns together around the 31 and 3-fold axes.
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  • 23
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    Notes: Abstract The crystal and molecular structures of the title compounds have been determined by three-dimensional single-crystal X-ray techniques. All crystallographic details are fully reported. The major chemical conclusion for the pair, [Rh(NH3)5Cl]Cl2 and [Rh(NH3)Br]Br2, is that neither Cl nor Br exert a static intramoleculartrans effect. Furthermore, the two halogens have the same static electronic structural effect on the [RhIII(NH3)5] fragment. The conclusions shed much light on spectroscopic, thermodynamic and kinetic data of other compounds.
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  • 24
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    Journal of chemical crystallography 3 (1973), S. 221-233 
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    Notes: Abstract Crystals of bis(tropolonato)-dioxo(ethanol)uranium(VI) are orthorhombic:a = 12·495(8),b = 8·817(7),c = 15·459(9) Å,Z = 4, space groupPnam. The structure was determined with MoKα diffractometer data by standard Patterson and Fourier methods, and was refined by full-matrix least-squares methods toR = 0·049 for 1289 observed reflexions. The coordination plane consists of the four tropolonato oxygen atoms and the oxygen from the ethanol ligand; the uranyl group is perpendicular to it. The molecule lies across the mirror plane, consistent with a boat conformation for the tropolone rings; the dihedral angle between the plane of tropolone ring and the coordination plane is 22·5 °. The deviations of the tropolonato oxygen atoms from the tropolonato plane are 0·08 Å (above) and 0·16 Å (below). It is almost certain that the ethyl group of the ethanol ligand does not lie in the symmetry plane; C(8) is about 0·3 Å on one side of this plane and C(9) is about the same distance on the other, within a satisfactory bonding scheme.
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  • 25
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    Journal of chemical crystallography 3 (1973), S. 249-258 
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    Notes: Abstract The crystal structure of the charge-transfer complex of iodine with 9-cyclohexyladenine, C11H15I2N5, has been determined, and refined by three-dimensional least-squares techniques. The crystals are monoclinic:P21/c,Z = 4,a = 9·1728(7),b = 12·289(1),c = 13·596(1) Å, β = 99·564 °(6). The finalR value for 3629 reflexions is 0·039. The iodine forms a charge-transfer bond with N(1) of the adeninering, with an N—I bond length of 2·520(3) Å. The I—I—N(1) arrangement is approximately linear (bond angle, 177·1 °). The I—I molecule makes an angle of 21·5 ° with the plane of the adenine ring.
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  • 26
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    Journal of chemical crystallography 3 (1973), S. 259-270 
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    Notes: Abstract Tetragonal and monoclinic forms of crystalline pentachloropyridine are described. Both forms may be regarded as layer structures. The basic layer common to the two structures has neighbouring molecules in the same orientation. The tetragonal form has a repeat unit of four layers, whereas the monoclinic form has a repeat unit of two layers. The packing of adjacent layers is essentially the same for both forms. Examples have been found in which the stacking sequences are interrupted, producing faults, twins and diphasic crystals.
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  • 27
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    Journal of chemical crystallography 3 (1973), S. 271-275 
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    Notes: Abstract The crystal structure of 2-diethylaminoethyl-p-nitrobenzoate hydrochloride (C13H18N2O4, HCl) been has determined from three-dimensional diffractometer data. A detailed discussion of the molecular structure is presented, together with a comparison to other similar local anesthetic structures.
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    Journal of chemical crystallography 3 (1973), S. 277-283 
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    Notes: Abstract The crystal and molecular structure of bicyclo[2,2,1]hept-5-ene-2,3-endo-dicarboxylic acid, C9H10O4, has been determined by single-crystal X-ray diffraction techniques. The crystals are monoclinic:P21/c,a = 11·009(5),b = 7·394(5),c = 10·479(5) Å, β = 98 ° 22′(3) andZ = 4. The least-squares refinement of 1826 diffractometer reflexions resulted in a conventionalR of 0·074. Bond distances and angles of the bicyclo [2,2, 1]hept-5-ene ring system agree well with other recently published structures of this type, including similar asymmetry of bond distances. Hydrogen bonding of the acid groups occurs between the molecules so as to form infinite chains in the direction of thea-axis. Large anisotropic thermal motions of the oxygen atoms of one carboxylic acid group are, presumably, the result of differences in hydrogen-bonding geometry.
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    Journal of chemical crystallography 3 (1973), S. 299-307 
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    Notes: Abstract The crystal and molecular structure of the phthalide isoquinoline alkaloid bicuculline, C20H17NO6, has been determined by X-ray diffraction methods. The compound crystallizes in the orthorhombic space groupP212121 (No. 19) witha = 14·49,b = 10·90 andc = 10·43 Å. The atomic parameters were refined by least squares to give a conventionalR-factor of 0·0437 for 1557 symmetry independent reflections. The bicuculline molecule consists of two approximate planes of atoms with a dihedral angle of 14·3 ° between them. The two planes are joined by the bond . The torsion angle is 164·1 ° in the crystal, but in the liquid state there would be partial free rotation about the bond . The structure of bicuculline is of current pharmacological interest as it is a relatively selective antagonist of γ-aminobutyric acid at various sites of the nervous system.
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    Journal of chemical crystallography 3 (1973), S. 285-297 
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    Notes: Abstract The crystal and molecular structures of trimethyltin(IV) acetate and trimethyltin(IV) trifluoroacetate have been determined from three-dimensional X-ray data collected by counter methods using MoKα radiation. Both compounds crystallize in the orthorhombic space groupPnma withZ = 4. The acetate hasa = 10·516,b = 8·013,c = 9·706 Å and the trifluoroacetate hasa = 10·567,b = 9·237,c = 9·985 Å. ConventionalR-factors for the two compounds following least squares refinement are, for the acetate, 0·018 (for 731 reflexions) and, for the trifluoroacetate, 0·055 (for 460 reflexions) respectively. The compounds are isostructural and are polymeric with tin atoms linked by carboxylate bridges which are exactly planar. The tin atoms are in five-fold trigonal bipyramidal coordination with the methyl groups in the basal plane and oxygen atoms at the apices. Sn-O interatomic distances are, for the acetate, 2·205(3) and 2·391(4) Å, and for the trifluoroacetate, 2·18(1) and 2·46(2) Å.
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    Journal of chemical crystallography 3 (1973), S. 309-321 
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    Notes: Abstract Normal vibration analysis of the mono-, di-, tri- and tetra-glycines has been carried out employing the Urey-Bradley force field. The results show that the oligomers possess the planar zig-zag structure of polyglycine-I in the solid state.
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    Journal of chemical crystallography 3 (1973), S. 331-336 
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    Notes: Abstract On the assumption that, in certain molecules, nitrogen does not use its lone pair electrons for bonding to sulphur, an S to N bond length-bond order correlation has been established using currently available crystal structure data.
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    Journal of chemical crystallography 3 (1973), S. 323-327 
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    Journal of chemical crystallography 3 (1973), S. 337-342 
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    Notes: Abstract The crystal and molecular structure of diphenylthiosulphodiimide, C12H10N2S3, has been solved by the symbolic addition procedure using three-dimensional CuKα diffractometer data. The system is monoclinic,a = 30·41(3),b = 5·601(5),c = 7·792(8) Å, β= 108·77(1) °, space groupC2/c andZ = 4. The structure was refined by full-matrix least-squares methods toR = 0·096 for 926 observed reflexions. All hydrogen positions have been determined. The molecule possesses a crystallographic diad axis through the central sulphur atom. The planes of the phenyl rings make an angle of 30·8 ° with the closely coplanar central five atoms.
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    Journal of chemical crystallography 3 (1973), S. 343-348 
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    Notes: Abstract The crystal structure of bis(morpholino)-disulphide C8H16N2O2S2, has been solved by the symbolic addition procedure using three-dimensional CuKα diffractometer data. The system is monoclinic,a = 5·717(4),b = 8·880(7),c = 23·080(20) Å, β = 107·8(1) ° andZ = 4. The structure was refined by fullmatrix least-squares methods to a conventional, unweightedR of 0·039 for 1441 observed reflexions. All hydrogen positions have been determined. The molecule possesses a pseudo-diad axis, the morpholine rings being in the chair conformation. Bonds at nitrogen are distorted pyramidal with the attached sulphur equatorial.
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    Journal of chemical crystallography 3 (1973), S. 349-356 
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    Notes: Abstract The crystal and molecular structure of hexahydro-cis-(1-H,4a-H)-1-p-bromophenyl-1H,3H-pyrido[1,2-c][1,3]oxazine, (C14H18BrNO), has been determined from three-dimensional diffractometer data. The space group isP21/c; the unit cell has dimensionsa = 10·682(1),b = 21·606(2),c = 5·856(1) Å, β = 90·0 ° (at 20 °C) and contains four molecules. The structure has been refined to a residual (R) of 0·056 using least-squares methods on 1240 independent non-zero reflexions. The molecular geometry and conformation of the bicyclic ring is discussed.
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    Journal of chemical crystallography 3 (1973), S. 357-365 
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    Notes: Abstract The crystal and molecular structure of hexahydro-cis-(1-H,4a-H)-1-p-bromophenyl-1H,3H-pyrido[1,2-c][1,3]thiazine, (C14H18BrNS), has been determined from three-dimensional diffractometer data. The space group isI41/cd and the unit cell has dimensionsa = 22·906(4),b = 22·906(4),c = 10·646(2) Å withZ = 16. The structure has been refined to a residual of 0·065 using least-squares methods on 1235 independent non-zero reflexions. The molecular geometry and conformation of the bicyclic ring is discussed and compared with the related oxazine compound.
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    Journal of chemical crystallography 3 (1973), S. 367-375 
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    Notes: Abstract The alkaloid, 4-methyl-6-(2′-benzoyloxypentyl)-quinolizidme, C22H33NO2, which has been isolated from the plantPoranthera corymbosa Brogn. (family Euphorbiaceae), forms a stable hydrobromide which crystallizes in the orthorhombic space groupP2121 witha = 7·611,b = 31·007 andc = 9·453 Å. Its structure has been solved by the heavy-atom technique and refined to anR of 0·070. The molecule consists of two six-membered ringstrans-fused with methyl andn-pentyl side chains, a benzoate group being esterified to the latter. The absolute configuration has been determined from the differences between Bijvoet pairs of reflexions.
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    Notes: Abstract Bis(4-formyl-2-methoxyphenolato)bis(pyridine)copper(II) monohydrate crystallizes in the triclinic system:a = 10·432,b = 9·342,c = 13·799 Å, α = 103·75, β = 100·53, γ = 100·81 °,Z = 2, space groupP¯1. The structure was determined by Fourier methods with Cukα diffractometer data, and refined by a combination of block-diagonal and full-matrix least squares toR = 0·068 for 2430 observed reflexions. The copper atoms occupy the special positions 0, 0, 0 and 0,1/2, 1/2; hence, both molecules are centrosymmetric. Both the methoxy and phenolic oxygen atoms of the phenolate ions coordinate to the metal. These, together with coordinated nitrogen atoms from the pyridine molecules, give the copper atoms a six-fold coordination. Hydrogen bonding between a water molecule and the phenolic oxygen atoms of adjacent molecules results in chains of molecules linked approximately along [011].
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    Transportation 2 (1973), S. 1-24 
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    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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    Transportation 2 (1973), S. 25-52 
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    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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    Transportation 2 (1973), S. 71-86 
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    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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    Transportation 1 (1973), S. 475-475 
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    Transportation 1 (1973), S. 419-453 
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    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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    Transportation 2 (1973), S. 97-110 
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    Transportation 2 (1973), S. 111-117 
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    Transportation 2 (1973), S. 153-193 
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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. 313-319 
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    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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    Transportation 2 (1973), S. 299-312 
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    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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    Transportation 2 (1973), S. 281-298 
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    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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    Transportation 2 (1973), S. 337-339 
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    Transportation 2 (1973), S. 341-345 
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    Transportation 2 (1973), S. 347-349 
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    Transportation 2 (1973), S. 321-335 
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    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 
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    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 
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    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 
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    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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    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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    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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    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
    Source: Springer Online Journal Archives 1860-2000
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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 5 (1973), S. 1-19 
    ISSN: 1434-453X
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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 
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    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 
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    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 
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    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 
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    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 
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    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 
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    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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    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 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Type of Medium: Electronic Resource
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    Materials and structures 6 (1973), S. 155-156 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Type of Medium: Electronic Resource
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    Materials and structures 6 (1973), S. 269-276 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    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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  • 100
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    Materials and structures 6 (1973), S. 277-281 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    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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