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  • Articles  (535)
  • Springer  (535)
  • 2020-2020
  • 1970-1974  (535)
  • 1945-1949
  • 1973  (535)
  • Architecture, Civil Engineering, Surveying  (535)
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  • Articles  (535)
Years
  • 2020-2020
  • 1970-1974  (535)
  • 1945-1949
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  • 1
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    Springer
    Transportation 2 (1973), S. 1-24 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Among the crises facing our society is the public's loss of confidence in technical professionals and their ability to make decisions about large-scale projects (such as highways) in the public interest. To overcome this crisis of confidence, this paper hypothesizes a model for the role of the technical professional in the process of reaching decisions about public actions. In evaluating technological projects with social consequences, one key issue is the differential incidence of impacts. Typically, some groups are hurt in order that others may benefit. Social equity must be considered explicitly. Such presently-used techniques as benefit-cost analysis and point-rating schemes are unsatisfactory. New techniques are needed, reflecting a more comprehensive model for the role of the technical team in the political process. A normative model is outlined. First, the objective of the technical process is defined: to achieve substantial effective community agreement on a course of action which is feasible, equitable, and desirable. Second, a process for achieving this objective is proposed. A key element of this process is a four-phase strategy of technical and community interaction activities to achieve the objective. The basic premise of this approach is that the role of the technical team is to clarify the issues of choice, to assist the community in determining what is best for itself. This theoretical model has resulted in several practical products. A procedural guide for use by highway and transportation agencies has been prepared, and a number of specific operational techniques have been developed and are included in the guide. The procedural guide is now being field-tested in several state highway departments. The theoretical model has already been useful in identifying, in one highway department, opportunities for significant changes in the agency's mission, organization and procedures to enable it to be more responsive to public concerns. The theoretical model also has served as the basis for the development of federal guidelines for consideration of social, economic and environmental factors in highway planning and decision-making, in all of the state highway departments in the U.S.
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  • 2
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    Transportation 2 (1973), S. 25-52 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper draws together empirical evidence from a variety of sources about the magnitudes of transit price elasticities and cross-elasticities. A number of different practical measures of demand elasticity are first defined and some expectations about magnitude are discussed. Evidence is then collated from the analysis of transit operating statistics, from experience in demonstration projects and from attempts to develop cross-sectional models of demand and modal choice. In general, all of the limited evidence available suggests that transit demand is inelastic with respect to money price. Typically, ridership is significantly more sensitive to changes in the level of service (particularly door-to-door journey time) than to changes in fare, although service elasticities also are usually numerically less than unity. In broad terms, short-run direct fare elasticities are characteristically observed to lie within the range of -0.1 to −0.7. A more precise value in a particular instance will depend on a variety of factors in ways which largely support a priori notions. Thus in very large cities, central city areas, at peak hours, and in other circumstances where the prices of alternative modes are high, transit fare elasticities are usually numerically at the lower end of the range. Estimates of cross-elasticities (representing the volumes of transit traffic diverted to other modes by transit price increases) are much harder to come by, and in fact only a few very uncertain estimates are presented here.
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  • 3
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    Transportation 2 (1973), S. 71-86 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Analysis of the results of past mass transit bond issues can aid transportation planners in understanding and anticipating voter behavior. This paper reports the results of an analysis of the 1968 rapid transit bond issue vote in Los Angeles, California. The simple relationships of the vote to a variety of possible explanatory variables are first examined. An attempt to assess the relative independent importance of these variables and to offer a partial explanation of the vote using multiple regression analysis is then presented. Variables found to have had the greatest impact on the vote are proximity to the proposed transit system, income-level, and ethnicity. Variables found to have had little or no effect, on the other hand, are population density, age, partisanship, and election turnout rate. The analysis indicates that the frequently used “mood-of-the-electorate” explanation of bond-issue failures in general, and transit proposals in particular, underestimates the quality of the electoral decision. The electorate does make rational distinctions, and future bonding attempts will confront voters capable of perceiving the utility to them of proposed transit systems and voting accordingly. The policy implications of this analysis suggest that the design of future mass transit proposals should, firstly more explicitly attempt to incorporate the preferences of middle-income voters, and secondly, be part of a comprehensive transit plan for the entire metropolitan area.
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  • 4
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    Transportation 1 (1973), S. 475-475 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
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  • 5
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    Transportation 1 (1973), S. 419-453 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Although the urban transportation planning process has evolved into the most sophisticated of all urban planning processes, the increasirig difficulty in implementing long-range transportation plans in urban areas today suggests basic questions concerning the process which deserve critical examination. Planning for implementation of urban transportation programs, particularly during periods of rapidly changing human values, requires a continuing re-evaluation of both technical and organizational strategies and their interrelationships. This paper raises some fundamental questions about the traditional activities and relationships that have characterized most urban transportation planning programs in the past. It also suggests a number of strategies, both technical and organizational, that may contribute to the implementation of plans and programs resulting from the transportation planning process. The first portion of this paper discusses the implications of not providing transportation services to match metropolitan growth. The experience of the Washington Metropolitan Area over the past decade is used to illustrate these implications. A discussion of organizational and institutional constraints upon the planning process follows. Then, the implications for the planning process are explored, and the scale of planning is reviewed as well as the need for monitoring the performance and impact of facilities. Next, the paper deals with the need to broaden the range of solutions to transportation problems, including consideration of economic and land development policies to reduce travel demand, as well as the provision of new facilities. Finally, techniques for involving decision-makers in the planning process are discussed. Examples of special project activities in the Washington area are used to illustrate these techniques and their value.
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  • 6
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    Transportation 2 (1973), S. 97-110 
    ISSN: 1572-9435
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  • 7
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    Transportation 2 (1973), S. 111-117 
    ISSN: 1572-9435
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    Topics: Architecture, Civil Engineering, Surveying
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  • 8
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    Transportation 2 (1973), S. 153-193 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Hypotheses are developed about the effects of telecommunication advances on urban growth patterns and urban travel demands. It is suggested that CBD (central business district) office employment might decentralize if telecommunications could effectively substitute for short inter-office business trips and that job decentralization would alter journey-to-work patterns and the viability of certain public transit systems. Major research questions are raised and keyed to an extensive bibliography.
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  • 9
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    Transportation 2 (1973), S. 313-319 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Over the last 15 years travel patterns were investigated in 15 urban settlements in Israel. The results indicate an unusual combination of high trip generation by dwelling unit and low motorization rates. The diversity of socio-economic characteristics of population groups, as well as that of city size distribution, are reflected both in motorization rates and in trip generation.
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  • 10
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    Transportation 2 (1973), S. 299-312 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This study examines variations in the basic parameter of the gravity model: the distance or travel time exponent. In a conceptual examination of the exponent under ideal conditions, it is noted that the exponent will be low if either production or consumption of the phenomena is geographically concentrated. It is further noted that if all regions produce and consume the phenomena, this generally implies a large number of substitute regions, and therefore a large exponent. These three variables are made operational and related to a set of eighty exponents for 1967 commodity flows in the United States. A multiple regression model is derived and utilized to estimate the exponents. The latter are then used to reestimate the flows. The root mean squared errors are quite similar for the fitted and estimated exponents. Implications of the research appear to be consistent with variations of the exponent in the urban context.
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  • 11
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    Transportation 2 (1973), S. 281-298 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The main line of the State Railway of Thailand to serve the Northeastern region of the Kingdom was built in 1900 to the town of Korat and subsequently extended to its northern extremity at the Laos border. The Friendship Highway, a modern highway parallel to the railway and serving the same transportation corridor, was completed in 1958 as far as Korat. In 1965 the northern extension of the Friendship Highway was opened to Nong Khai, the northern terminus of the railway. The effect of the nearby and parallel highway on freight traffic - for upland crops, vegetables, rice, kenaf, and forest products - is shown in terms of tonnages dispatched by the railway and in relation to the production of those commodities. Passenger traffic originating on the Northeastern railway line is analysed. Statistics indicating the shift in modal split between road and rail, for both freight and passengers in the Kingdom, are presented for a six-year period. An estimate of the loss in revenue for the Korat-Nong Khai segment of the railway has been made for both originating passengers and certain classes of freight traffic. Clearly demonstrated is the unceasing trend toward road haulage of freight and the use of highway buses by intercity passengers. This paper is intended to draw attention to the magnitude of the problem rather than to suggest definitive solutions.
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  • 12
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    Transportation 2 (1973), S. 337-339 
    ISSN: 1572-9435
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  • 13
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    Transportation 2 (1973), S. 341-345 
    ISSN: 1572-9435
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  • 14
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    Transportation 2 (1973), S. 347-349 
    ISSN: 1572-9435
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  • 15
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    Transportation 2 (1973), S. 321-335 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Existing methods of evaluating large-scale transport networks involve the use of mathematical models of traffic flow which are generally both large and complex. However, the time and cost involved in the use of these models normally restricts their use for the detailed forecasting of traffic flows and costs to the assessment of a relatively small number of alternative patterns of overall investment. In order to evaluate the individual projects and groups of projects which go to make up an overall investment plan, it is, therefore, usually necessary to make simplifying assumptions about the influence of any one project on the overall traffic pattern, so as to isolate it from the influence of neighbouring projects. These assumptions generally result in the loss of a certain amount of the detail normally available from a standard model, and the task of assessing the relative value of different projects and the amount of interaction between them is made more difficult. This paper describes a new technique, designed to permit the evaluation of individual projects whilst still retaining the level of detail available from a full-scale mathematical model. The aim has been to produce a cheap and easy-to-use technique, capable of producing substantially the same results as a standard model. The technique uses newly developed computer algorithms which short-cut the full-scale model by forecasting the changes in an existing travel pattern resulting from the influence of a particular project. Initial tests suggest that approaching the problem in this way can save up to 70% of the computing time and costs involved in the use of a standard model for the evaluation of individual projects. The technique as described here is envisaged as a tool for aiding strategic investment decisions. It can, however, provide data for more detailed investigations, and could, with modifications, carry out these investigations on smaller problems than those for which it was originally designed.
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  • 16
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    Transportation 2 (1973), S. 373-389 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Two problems concerning the use of aerial photographs for conducting traffic studies in urban areas are considered in this paper: (1) Suitable procedures requiring simple equipment and methods and the appropriate formulae for determining the traffic characteristics of density, volume, traffic count, speed, composition; (2) Problems relating to flight planning for traffic surveys from the points of view of duration of photography and the scale of the photography from considerations of the reliability of the determined traffic characteristics, vehicle identification, and also economy. The conclusions concerning the flight planning were applied in a test flight from which traffic data were determined as illustrated in a sample calculation.
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  • 17
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    Transportation 2 (1973), S. 391-409 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract In an effort to improve transit ridership prediction, this manuscript proposes a conceptually unique mode choice model derived from the field of experimental psychology. The “psychophysical“ model, as it is called, differs from earlier modal split models in its substantive use of psychological theory. The result is a modal split model with a sound behavioral foundation. The psychophysical model is tested using data from the recent demonstration of dial-a-bus in Columbia, Maryland and found to be a marginal predictor of modal split. It is noted though that the difference between actual and predicted ridership may be accounted for in a second generation model. This will employ individual rather than aggregate data, incorporate the concept of adaptation-level, and refine the decision-making process.
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  • 18
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    Transportation 2 (1973), S. 351-371 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract An examination of current population statistics shows that in the U.S. more than half of the population is without immediate access to a car, and in the U.K. more than three-fifths of the population is without access to a car. This phenomenon has been accentuated by national investment in both countries in major highway programs. The term carless refers to more than just households that own no cars. It extends, in households with cars to those without licenses (old and young), the handicapped, and even the licensed drivers who have no access to the family car when it is in use elsewhere (e.g. at work). The most severely effected are those in urban areas and especially the urban poor. Transportation expenses are limited for the poor when other family expenditures (food, shelter) take a high priority. Once the work trip has been satisfied, money for other trips, for the poor, is not always available. One solution to cost-free travel is pedestrianism (walking), but this too is difficult in urban areas where the pedestrian has been overlooked in favor of the car. Solutions to problems of the carless include dial-a-ride, better public transit, and better design of urban form.
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  • 19
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    Transportation 2 (1973), S. 411-430 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper reviews the results of an origin-destination survey conducted in Beirut, Lebanon. The survey was conducted according to the techniques developed and used in the U.S.A. There has always been some doubt that methodologies and techniques, namely dwelling unit interviews, developed for use in U.S. cities would work in cities of developing countries. The results of the study indicated that such methods proved to be useful and effective. In spite of the higher residential density and lower level of car ownership, trip rates in the city of Beirut were within the ranges observed in U.S. cities. The comparison of travel parameters acquired from various cities around the world might show that the regularities and trends in urban transportation are universal.
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  • 20
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    Transportation 2 (1973), S. 431-442 
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  • 21
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    Transportation 2 (1973), S. 453-454 
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  • 22
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    Transportation 2 (1973), S. 443-451 
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  • 23
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    Transportation 2 (1973), S. 53-70 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The trip end models which have been used in past transportation studies are briefly summarised. Problems associated with the use of zone-based models are outlined and reasons are given to support the development of models at the household rather than zonal level. It is suggested that recent developments which have taken place in household-based models have not been entirely logical. In particular, arguments between regression models and category analysis models have been confused with the use of aggregate (zonal) as against disaggregate (household) data — regression models being associated with the use of zonal data and category analysis models with household data. Misunderstood arguments and false notions regarding sample sizes have directed attention from the regression analysis approach. A detailed comparison of the category analysis and regression analysis methods for developing household-based trip end models is given. Both methods have been applied using data from the Monmouthshire Land Use Transportation Study. The regression results reported are from a very preliminary analysis and contain a number of anomalies, although it is thought that sufficient work has been done to provide an objective evaluation of the two methods. It is recommended that the household regression approach should be further investigated since it has advantages as a modelbuilding procedure and makes better use of sample data. A certain amount of categorisation of household types is necessary and the investigations would attempt to determine the best balance between categorisation and regression fitting. Further development will be restricted if the trend towards minimum sample sizes of about 1000 households is continued. Larger samples should be taken in certain circumstances to pursue development work.
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  • 24
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    Transportation 2 (1973), S. 87-96 
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  • 25
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  • 26
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    Transportation 2 (1973), S. 195-218 
    ISSN: 1572-9435
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    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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  • 27
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    Transportation 2 (1973), S. 121-152 
    ISSN: 1572-9435
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    Topics: Architecture, Civil Engineering, Surveying
    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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  • 28
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    Transportation 2 (1973), S. 237-242 
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  • 29
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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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  • 31
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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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    Topics: Architecture, Civil Engineering, Surveying
    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 
    ISSN: 1572-9435
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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 
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    Description / Table of Contents: Zusammenfassung Spannungsverteilung und Bruchzonen in Firste und Ulmen von Strebbauen. Eine zweidimensionale Spannungsanalyse mittels der Finite-Element-Methode wurde benützt, um die Spannungsverteilung und die Entwicklung von Bruchbildungsvorgängen im Firstgestein am Streb einer Kohlengrube zu studieren. Bei der Ermittlung von Untergrundverschiebungen und der Anwendung einer „Inverse Approximation“-Technik wurden anstelle von Laborversuchsmessungen effektive Materialeigenschaften verwendet. Die Ausgangsspannungen im Fels um die Öffnung herum wurde ausfindig gemacht und drei Ansätze der Mohr-Coulombschen Bruchtheorie wurden zur Errechnung der entsprechenden Sicherheitsfaktoren benützt. Entsprechend den Druck- und Zugfestigkeiten wurden vier Zonen von Progressiven Brüchen festgestellt. Die wirksamen Elastizitätsmoduli für diese Zonen wurden mittels eines Verfahrens zur Bestimmung der Restelastizität errechnet. Schließlich wurden Kriterien für die Festigkeit von gebrochenem Gestein eingeführt und die Standsicherheitsfaktoren für den unmittelbaren Firstbereich errechnet. Aufgrund der Hauptspannungsrichtungen in den Zonen größter Schubspannungen wurden die Richtungen der Bruchlinien ermittelt.
    Abstract: Résumé Distribution des contraintes et zones de fracture en roche autour de la cavité d'une longue taille. Une analyse des contraintes par la méthode des éléments finis a été faite pour étudier la distribution des contraintes et le développement du processus de fracturation du toit rocheux d'une longue taille dans une mine de charbon. Les propriétés effectives du matériau furent utilisées au lieu de celles qu'on mesure par des essais de laboratoire. Elles furent obtenues à partir des enregistrements des déplacements souterrains et par une technique d'approximation inverse. Les contraintes initiales autour des cavités ont été trouvées et trois variantes de la théorie de la rupture de Mohr-Coulomb furent utilisées pour calculer les coefficients de sécurité correspondants. Quatre zones de rupture progressives furent définies d'après le rapport résistance à la compression/résistance à la traction. Le module élastique effectif de ces zones fut calculé au moyen d'une approche par résidu élastique. Finalement le critère de stabilité des roches rompues fut introduit et les facteurs de stabilité furent calculés pour la zone immédiate du toit. Les directions des lignes de fracture du toit furent prévues à partir des directions des contraintes principales dans la zone de cisaillement maximal.
    Notes: Summary Stress Distribution and Rock Fracture Zones in the Roof of Longwell Face in a Coal Mine. A two-dimensional finite element method of stress analysis was used to study the stress distribution and development of the fracturing process within the roof rock of a longwall face in a coal mine. Effective material properties were used instead of those measured in laboratory tests by employing underground displacement data and an inverse approximation technique. Initial stresses in the rock around the opening were found and three variations of the Mohr-Coulomb failure theory were used to calculate the corresponding safety factors. Four zones of progressive failure were established according to compressive-tensile stress proportions. The effective elastic moduli for these zones were calculated by means of a residual elasticity approach. Finally, the fractured rock stability criteria were introduced and the stability factors were calculated for the immediate roof area. Directions of fracture lines in the roof were found using the principal stress directions in the maximum shear stress zone.
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    Rock mechanics and rock engineering 5 (1973), S. 121-124 
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    Rock mechanics and rock engineering 5 (1973), S. 125-128 
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    Rock mechanics and rock engineering 5 (1973), S. 151-162 
    ISSN: 1434-453X
    Keywords: blasts ; craters ; explosions ; fragmented materials ; graphical analysis ; mining engineering ; model tests ; rock excavation ; sieve analysis
    Source: Springer Online Journal Archives 1860-2000
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    Description / Table of Contents: Zusammenfassung Die Anwendung von Gröβenverteilungsgleichungen bei Gesteinslösung durch Sprengung Zur Beschreibung der Abmessungen der Gesteinsstücke, die beim Lösen durch Sprengung entstehen, kann eine Größenverteilungsgleichung benutzt werden. Die Veröffentlichung beschreibt die Ergebnisse kleiner Versuchssprengungen und die Herleitung von Gleichungen für die Trümmerkorngrößenverteilung als Funktion der Parameter der Sprengarbeit. Der Grad der Gesteinszerkleinerung wirkt sich erheblich auf die Kosten von Bergbau-und Steinbruchbetrieben aus. Eine Vorhersage der Kornverteilung des Schutter-gutes für die angewendete Sprengarbeit aufgrund mathematischer Ansätze würde eine Optimierung gestatten. Die Ergebnisse von Sprengversuchen kleinen Maßstabes haben gezeigt, daß es möglich ist, Beziehungen zwischen der Gesteinszerkleinerung und dem Ladungs-Vorgabe-Verhältnis (= tatsächliche Vorgabe: optimaler) für einen gegebenen Sprengstoff und eine bestimmte Gesteinsart aufzustellen. Großmaßstäbliche Versuche zur vollgültigen Auswertung dieser Beziehungen stehen noch aus, doch können die gefundenen Gleichungen schon jetzt zu einer quantitativen Schätzung der Wirkung von Lademengen aufgrund gemessener Kornverteilungen verwendet werden. Veröffentlichte Ergebnisse anderer Autoren zeigen aussichtsreiche Korrelationen mit Vorhersagen, welche aus den vorgeschlagenen Gleichungen gewonnen wurden.
    Abstract: Résumé Emploi des equations de la granulometrie pour l'etude de la fragmentation des roches par explosifs Les équations de la granulométrie peuvent être employées pour décrire le degré de fragmentation produit par la rupture des roches sous l'effet des explosifs. Cette note présente les résultats obtenus lors d'essais d'explosions à petite échelle et les équations qui en dérivent pour relier la granulométrie des fragments aux paramètres géométriques des explosions. L'application et la validité de ces techniques pour des explosions à grandes échelles sont également traitées.
    Notes: Summary The Application of Size Distribution Equations to Rock Breakage by Explosives Size distribution equations can be used to describe the degree of fragmentation produced by explosive rock breakage. This paper describes the results of small scale blasting experiments and the derivation of equations to relate size distributions to blasting design parameters. The application and relevance of these techniques to large scale blasting operations is also discussed.
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    Rock mechanics and rock engineering 5 (1973), S. 129-149 
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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 
    ISSN: 1434-453X
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Zusammenfassung Neues digitales Verfahren zur dreidimensionalen Spannungsanalyse in elastischen Medien In der vorliegenden Arbeit werden die Grundlagen eines neuen Verfahrens der dreidimensionalen Spannungsanalyse beschrieben. Die Behandlung des allgemeinen Problems der Gebirgsmechanik, d. h. die Bestimmung der Spannungs- und Verschiebungsverteilungen in der Umgebung von untertägigen Hohlräumen, mit Hilfe konventioneller Verfahren — wie z. B. der Methode der Finiten Elemente — hat den Nachteil, daß der gesamte Gebirgskörper berücksichtigt werden muß. Dies hat zur Folge, daß sich realistische dreidimensionale Probleme auch mit modernsten Digitalrechnern nicht mehr innerhalb annehmbarer Rechenzeiten lösen lassen. Das hier vorgestellte Verfahren vermeidet diese Schwierigkeiten durch eine Formulierung, die ausschließlich die Randbedingungen an den Begrenzungsflächen des Mediums verwendet. Spannungen und Verschiebungen an diesen Flächen sowie im Inneren des Gebirgskörpers werden als Überlagerungseffekt einer Reihe von Grund-Lösungen mit geeigneten Eigenschaften ausgedrückt. Aus Gründen der Einfachheit wird in dieser Arbeit nureine solche Grund-Lösung verwendet. Diese beschreibt die Wirkungen einer Einzelkraft, die an einem Punkt eines unendlichen Mediums angreift. Mit Hilfe dieser Lösung kann die Wirkung eines Aggregates derartiger Kräfte in Matrizenform ausgedrückt werden. Läßt man eine Einzelkraft an jedem infinitesimalen Element einer kontinuierlichen Fläche angreifen, dann können die Spannungs- und Verschiebungsverteilungen im Körper mit Hilfe der an dieser Fläche herrschenden Randbedingungen beschrieben werden. Begrenzt die Fläche einen geschlossenen Hohlraum, so trennt sie das Medium in einen inneren und einen äußeren Teil. Auf diese Art entstehen zwei Problemklassen: Während der innere Bereich die Spannungsanalyse von Ingenieurbauten beinhaltet, entspricht der äußere Bereich dem Hohlraumproblem der Gebirgsmechanik. Die beschriebene Formulierung mittels Matrizen ist für beide Bereiche gültig. Es wird jedoch gezeigt, daß die entsprechenden Matrizen charakteristisch unterschiedliche Eigenschaften haben. Diese Beobachtung ist von grundlegender Bedeutung für die Entwicklung numerischer Lösungsverfahren. Die Konvergenz-Charakteristiken zweier Iterativ-Schemata werden in Betracht gezogen. Zusammenfassend wird noch einmal die generelle Gültigkeit des Verfahrens betont. Weitere Grund-Lösungen und ihre Anwendung auf spezielle Probleme werden erwähnt.
    Abstract: Résumé Une nouvelle méthode pour la solution de problèmes à trois dimensions dans la théorie de l'élasticité Les auteurs élaborent une nouvelle méthode pour la solution de problèmes à trois dimensions dans la théorie de l'élasticité. En Mécanique des Roches, lorsque les excavations sont situées dans une masse infinie de roches, les méthodes courantes, telle que les éléments finis, ont le désavantage d'avoir à opérer sur une quasi-infinité d'éléments. Il en résulte que l'analyse de configurations réelles à trois dimensions devient impossible même avec les plus grands ordinateurs modernes. La nouvelle méthode évite ces difficultés en reformulant le problème entièrement en fonction des conditions régnant aux limites de la configuration. Les tensions et les déplacements aux limites, ainsi qu'à l'intérieur de la masse, sont produits par les actions superposées d'un ensemble convenablement choisi de fonctions — solutions élémentaires. Pour alléger l'exposé on n'a employé qu'une seule fonction — solution dans cette publication. Elle décrit l'action d'une force concentrée en un point d'un milieu infini. Les actions d'une distribution de pareilles forces concentrées peuvent s'exprimer sous forme matricielle. En appliquant une force concentrée à chaque élément infinitésimal d'une surface continue située dans le milieu on arrive à exprimer les tensions et les déplacements en un point quelconque en fonction des conditions régnant sur cette surface. Si cette surface est fermée elle divise le milieu en une région intérieure et une région extérieure, ce qui donne lieu a deux classes de problèmes. Le problème intérieur se présente surtout en Résistance des Matériaux, tandis que le problème extérieur se recontre en Mécanique des Roches. Le formalisme matriciel mentionné ci-dessus est applicable dans les deux régions. Cependant il apparaît que les matrices associées ont des propriétés foncièrement différentes. Cette constatation est de première importance lors de l'élaboration de méthodes de solutions numériques ayant recours à l'ordinateur. Deux procédés de calculs appropriés sont analysés dans cette publication. Dans leurs conclusions les auteurs mettent de nouveau en relief la généralité de la méthode. Quelques exemples de fonctions — solutions élémentaires, différentes de la fonction — solution (force concentrée) employée dans cette publication, sont cités.
    Notes: Summary A New Digital Method for Three-Dimensional Stress Analysis in Elastic Media A new method for three-dimensional stress analysis in elastic media is outlined. According to this approach the problem is formulated purely in terms of conditions prevailing at the bounding surfaces of an elastic body. Stress and displacements on these surfaces, as well as inside the body, are expressed in terms of the superimposed effect of a set of basic solutions having suitable properties. The method is developed in matrix form. Some general properties of the governing matrices are established with a view to developing suitable numerical procedures. The convergence characteristics of two iterative schemes are considered. The paper concludes with observations concerning the generality of the approach.
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    Rock mechanics and rock engineering 5 (1973), S. 237-248 
    ISSN: 1434-453X
    Keywords: Aggregate ; Compressibility ; Compressive strength ; Particle size ; Rockfill ; Rock Mechanics ; Void Ratio ; Strain ; Stress ; Average particle size ; Compressive strength ; Void ratio ; Initial void ratio ; Final void ratio ; Angularity number ; Uniformity coefficient ; Deformation ; Force ; Modulus of elasticity ; Poisson's ratio ; Aggregat ; Kompressibilität ; Druckfestigkeit ; Körnung ; Steinpackung ; Felsmechanik ; Relativer Porenraum ; Verformung ; Spannung ; Korndurchmesser ; Druckfestigkeit ; relativer Porenraum ; anfänglicher relativer Porenraum ; endrelativer Porenraum ; Eckigkeit ; Ungleichförmigkeitsgrad ; Verformung ; Kraft ; Elastizitätsmodul ; Poisson-Zahl ; Agrégat ; Compressibilité ; résistance à la compression ; taille des particules ; enrochement ; mécanique des roches ; indice des vides ; déformation ; contrainte ; diamètre des grains ; résistance à la compression ; indice des vides ; indice des vides initial ; indice des vides final ; angulairité ; coefficient d'uniformité ; déformation ; force ; module d'élasticité ; coefficient de Poisson
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geosciences
    Description / Table of Contents: Zusammenfassung Einige Faktoren, die die Kompressibilität von Aggregaten bestimmen Diese Arbeit untersucht die Variablen, die die Kompressibilität von Gesteinsaggregaten bestimmen, und liefert experimentelle Angaben über das Verhalten von Kalkstein-, Dolerit- und Sandsteinproben bis zu 19,0 mm Korngröße. Die Ergebnisse weisen darauf hin, daß, während der anfängliche relative Porenraum des Aggregats den Grad der potentiell vorhandenen Kompressionsspannung bestimmt, der durchschnittliche Aggregatsdurchmesser (d m) und die eigentliche Druckfestigkeit (S c) die Kompressibilitäts-Spannungs-Verformungscharakteristik laut der Formel $$\varepsilon \alpha \ln \frac{{\sigma d_m {1 \mathord{\left/ {\vphantom {1 2}} \right. \kern-\nulldelimiterspace} 2}}}{{S_c }}$$ bestimmen.
    Abstract: Résumé Influence de la résistance des particules sur la compression d'un agrégat broyé Les auteurs examinent les paramètres qui affectent la compressibilité des agrégats de roches et présentent des résultats expérimentaux obtenus avec des échantillons de calcaire, de dolérite et de grès, sur l'influence du diamètre des grains en-dessous de 19 mm. Les résultats suggèrent que l'indice des vides initial impose le taux de la déformation à la compression dont on dispose, cependant que le diamètre des grains (d m) et la résistance à la compression (S c) définissen les caractéristiques de la courbe de compressibilité.
    Notes: Summary The Effect of Particle Strength on the Compression of Crushed Aggregate The paper examines the variables controlling the compression of rock aggregates, and presents experimental data on the behaviour of limestone, dolerite and sandstone samples in size ranges up to 19.0 mm. The results suggest that while the initial void ratio of the aggregate determines the degree of compressive strain potentially available, the average aggregate dimension (d m) and intrinsic compressive strength (S c) determine the compressive stressstrain characteristics in the form, $$\varepsilon \alpha \ln \frac{{\sigma d_m {1 \mathord{\left/ {\vphantom {1 2}} \right. \kern-\nulldelimiterspace} 2}}}{{S_c }}$$
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    Materials and structures 6 (1973), S. 49-51 
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    Materials and structures 6 (1973), S. 79-118 
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    Materials and structures 6 (1973), S. 3-13 
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    Description / Table of Contents: Résumé On décrit une méthode susceptible de prédire le comportement de structures simples soumises à la flexion alternée dans les limites strictes de charges symétriques constantes. A cette fin, deux études expérimentales ont été faites. Une première série d'essais avec moment de flexion contrôlé a porté sur des éprouvettes en acier doux dans les conditions de flexion simple alternée; mais la variation, pour un cycle quelconque, n'était pas symétrique par rapport à l'axe central de la poutre. On a entrepris une seconde série d'essais sur des poutres-consoles en acier doux soumises à des charges alternées; l'intervalle de fléchissement variait d'un cycle à l'autre mais, pour un cycle quelconque, les amplitudes de la flèche étaient inégales. D'après les résultats de la première série d'essais, on a établi une relation moment-courbure. On a eu recours ensuite au calcul électronique et un programme a été réalisé afin de prédire le comportement de structures simples sous flexion alternée dans les conditions de charge contrôlée. On s'est servi de la méthode pour prédire le comportment d'une poutre-console dans des conditions de charge similaires et on a établi une comparaison avec la seconde série d'essais. La corrélation entre les caractéristiques moment-courbure et le nombre de cycles est satisfaisante entre500 et10 000 cycles. On croit que les discordances, relatives à l'intervalle de fléchissement ou à l'amplitude maximale de flèche, entre les résultats analytiques et expérimentaux pour un petit nombre de cycles et une charge élevée sont dues à un phénomène de déformation plastique discontinue qui se manifeste au-dessous d'un certain seuil. On suppose qu'il se produit un fluage cyclique dans une direction spécifique qui dépend de la nature des contraintes résiduelles engendrées durant la première moitié d'un cycle de chargement alterné.
    Notes: Abstract A method has been developed to predict the cyclic behaviour of simple structures subjected to reversed bending under load control conditions. Cyclic moment-curvature relations are developed from pure bending tests under moment control and are applied to predict deflection range and maximum deflection amplitude for a cantilever beam. Disagreement between analytical and experimental results at low life and high load is attributed to a discontinuous yield phenomenon which manifests itself below a certain threshold load range. Cyclic creep is believed to occur depending upon the nature of residual stresses initiated during the first half cycle of reversed loading.
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    Materials and structures 6 (1973), S. 53-56 
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    Materials and structures 6 (1973), S. 123-128 
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    Description / Table of Contents: Résumé On décrit une méthode par laquelle les charges admissibles engendrées dans les conditions de service, ainsi que leur distribution dans un élément de poutre en béton armé délimité par deux fissures adjacentes, peuvent être calculées au moyen d'une simple inconnue, la valeur du coefficient d'équivalence “n”. On tient compte du fluage et des déplacements relatifs entre les matériaux. On a vérifié la méthode pour les charges dues au retrait, la valeur correspondante de n étant d'abord déterminée à partir de certains résultats de mesure puis substituées dans les formules à la contrainte limite supérieure de l'armature et au fléchissement maximal. On a comparé les résultats avec les observations faites au cours d'essais sur 5 poutres à pourcentages d'armature différents.
    Notes: Abstract A method is presented for calculation of the design state of stress in the working range in an arbitrary cross section of a cracked reinforced concrete beam, using the value of the modular ration as the only unknown coefficient. The method is applied to shrinkage in reinforced concrete.
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    Materials and structures 6 (1973), S. 149-150 
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    Materials and structures 6 (1973), S. 155-156 
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    Materials and structures 6 (1973), S. 269-276 
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    Description / Table of Contents: Résumé On présente un modèle de traitement stochastique de transfert de charge en fonction du temps du béton à l'acier dans des poteaux de béton armé soumis à une charge axiale constante et permanente. Ce phénomène est principalement dû au fluage et au retrait du béton. On définit d'abord un modèle déterministe qui consiste en une représentation idéalisée et simplifiée susceptible de fournir une bonne approximation du phénomène réel. Une fois le modèle mathématique mis au point, le choix du modèle de traitement stochastique dépend des mécanismes physiques réels du fluage et du retrait dans les poteaux de béton armé, ainsi que de la nature du modèle mathématique. Le modèle de traitement stochastique est un modèle probabiliste qui donne une fonction moyenne, reproduisant en fait le modèle mathématique et, en outre, les fonctions de variance et de covariance. La fonction de variance autorise la formulation d'énoncés relatifs aux limites inférieures et supérieures de transfert de charge en fonction du temps, ainsi que pour le même phénomène, des énoncés relatifs aux écarts possibles de la fonction moyenne. Les résultats fournis par le modèle de traitement stochastique sont comparés à ceux obtenus récemment en ce domaine par l'étude expérimentale; on constate que la concordance est très bonne.
    Notes: Abstract A stochastic process model is proposed for the phenomenon of time-dependent stress transfer from concrete to steel in reinforced concrete columns, subjected to axial loading. The phenomenon is caused by the mechanisms of creep and shrinkage. The importance of the stochastic model is brought out, in that it is now possible to have more meaningful information concerning the phenomenon under study. Furthermore, the importance of the stochastic model in practical problems involving the estimation of possible long-time stresses in structures, is mentioned. The results of the stochastic model are compared with practical tests results, and good agreements are obtained.
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    Materials and structures 6 (1973), S. 277-281 
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    Description / Table of Contents: Résumé Cet article décrit la confection de nouvelles éprouvettes cylindriques creuses de pâte de ciment pour les essais de fluage à humidité variable et, éventuellement, à température variable. L'épaisseur des parois n'est que de 0.75 mm, de sorte que l'équilibre des humidités à l'intérieur de l'éprouvette soit atteint suffisamment vite (en moins d'un jour) après une modification des conditions d'ambiance. Dans des conditions programmées d'humidité et de température ambiante lentement variable, l'éprouvette reste ainsi dans un état presque uniforme et de quasi équilibre, et l'on peut alors observer directement les propriétés du matériau à température et humidité variable. Le moule de confection des éprouvettes (dont le rapport eau/ciment est d'environ 0,45) est en téflon, ce qui assure une faible adhérence. Etant donné que le moulage s'accompagne de pressions élevées, le téflon est renforcé par de l'aluminium. La pâte de ciment est malaxée sous vide. Le démoulage (24 heures après) s'accomplit en eau glacée, par retrait thermique différentiel; le moule a été conçu de sorte que le refroidissement provoque une extension du diamètre externe du moule, tandis que le diamètre du mandrin intérieur se rétracte. Afin d'éviter la carbonatation, l'éprouvette est conservée dans de l'eau de chaux et les essais réalisés en atmosphère exempte de CO2. On présente quelques résultats d'essais préliminaires.
    Notes: Abstract Production of cement paste cylindrical specimens developed for creep tests at variable humidities and/or temperatures is described. The wall thickness is only 0.75 mm, which is required so that an equilibrium humidity distribution can be achieved in a short time with the result that the material parameters may be obtained directly by experiment.
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    Materials and structures 6 (1973), S. 307-308 
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    Materials and structures 6 (1973), S. 311-311 
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    Materials and structures 6 (1973), S. 377-393 
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    Materials and structures 6 (1973), S. 395-401 
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    Description / Table of Contents: Summary In three different institutes 33 series of bonding tests (beam test and pull-out test) have been carried out independently in accordance with the Recommendations published in Materials and Structures No. 15 of May–June, 1970, regarding high bonding-strength bars having diameters varying from 8 to 30 mm. The results obtained by the two types of tests have been interpreted in accordance with the Recommendations for the control and the agreement of high bonding strength (Section 1 of the Annexes to the CEB-FIP 1970 Practical Recommendations). The relative surface of the ribs ranged from 0.011 to 0.125, with a mean value of 0.47 and thus covered the whole practical range. The concrete's compression strength was within the normal scatter limits for all the series of tests. The bonding stresses τm and τR, determined by the flexural bond test, fall within the whole range of the practical values. For a few bars having very low fR values, the τm values do not come up to the imposed values. For others, showing high fR values, the τm values can be as high as twice the imposed values.
    Notes: Résumé Dans trois laboratoires, autrichien, belge et français ont été exécutés des essais d'adhérence selon les deux types d'éprouvettes retenus par la RILEM: beam-test et pull-out-test. Les résultats regroupés de tous les essais ont montré que les deux méthodes conduisaient à des valeurs moyennes des glissements, du même ordre mais avec des dispersions importantes à l'intérieur des séries. Aucune relation certaine n'a pu être trouvée entre les rapports POT/BT et la surface relative des nervures ou le diamètre des barres.
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    Description / Table of Contents: Summary Scanning electron microscopy is more and more used for studying the texture of materials. The first data dealing with such studies in the case of plasters have been published just some years ago in Great Britain and in France. The authors present new results obtained in the case of the hydration of an hemihydrate plaster in pure medium or in presence of some retarders (citric acid, boric acid, sodium phosphates, potassium phosphates, and proteins). The observation of photographs gives a good idea of the cristalline morphology and of the texture of hydrated plaster and their changes versus the nature of the substances added to the water before setting. But for the understanding of hydration mechanism, the results have to be connected with other experimental data.
    Notes: Résumé On utilise de plus en plus la microscopie électronique à balayage pour l'étude de la texture des matériaux. Pour les plâtres, les premières données, publiées en Grande-Bretagne et en France, ne datent que de quelques années. On présente ici de nouveaux résultats relatifs à l'hydration d'un semi-hydrate en milieu pur ou en présence de modificateurs de prise (acide citrique, acide borique, phosphates alcalins et protéines). L'observation des clichés donne une juste idée de la morphologie cristalline et de la texture du plâtre hydraté, ainsi que de leurs modifications en fonction de la nature des produits ajoutés à l'eau avant la prise.
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    Materials and structures 6 (1973), S. 153-154 
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    Materials and structures 6 (1973), S. 137-139 
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    Description / Table of Contents: Résumé Le bois est plastifié par adsorption d'ammoniac. Après désorption de l'ammoniac, la substance du bois retrouve ses propriétés de résistance. Par l'utilisation de cette méthode de plastification temporaire découverte aux Etats-Unis, on a pu montrer que le bois est susceptible de prendre de fortes courbures permanentes. L'étude décrite ici a été entreprise afin de déterminer si le bois de bouleau danois à l'état plastifé peut être densifié par compression perpendiculaire au grain de sorte qu'il constitute un matériau de construction à résistance mécanique accure. On est parti de la présomption que si la paroi de la cellule était réellement plastifiée, le bois densifié devrait montrer des propriétés mécaniques proportionnelles à sa densité après désorption de l'ammoniac. Les résultats expérimentaux ont montré que la densification par compression du bois de bouleau plastifié à l'ammoniac possède des propriétés mécaniques comparables aux meilleurs bois tropicaux. Il s'impose de poursuivre les recherches quant à la stabilisation effective de ces nouveaux produits avant de commercialiser la méthode de production indiquée.
    Notes: Abstract Compression densitification of ammonia plasticized beech wood is shown to yeild mechanical properties comparable to the best tropical woods. Continued research leading to effective moisture stabilization of the new products is required in order to utilize the outlined production method commercially.
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    Materials and structures 6 (1973), S. 259-267 
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    Description / Table of Contents: Summary Issu d'une Commission CEB/CIB/FIP/RILEM, un Groupe de Travail a été chargé d'étudier la variation de la résistance des bétons produits en usine et sur le chantier. 5 pays européens, ainsi que le Canada, Israël et les USA étaient représentés dans ce groupe qui a tenu des réunions annuelles de 1968 à 1971, au cours desquelles ont été présentées 21 communications et une bibliographie préparée par le BRS (France). On a discuté longuement de la question de savoir quel est le paramètre le mieux approprié pour mesurer la variabilité de la résistance du béton: l'écart-type ou le coefficient de variation. Cette question devient d'autant plus importante que le domaine des résistances du béton couvert par les codes de bonne pratique s'étend. Plusieurs enquêtes à grande échelle, particulièrement en Allemagne de l'Ouest, en Angleterre et aux Etats-Unis, ont permis au groupe de conclure que l'écart-type est le paramètre approprié et que, pour les résistances caractéristiques supérieures à 20 N/mm2, il devient indépendant de la résistance du béton produite par une même unité de production. On a tenté de distribuer la variation totale de la résistance du béton entre 3 groupes de facteurs: 1. Matériaux (variabilité de la qualité du ciment, de la granulométrie, etc ...). 2. Confection (type d'installation, main-d'œuvre et contrôle). 3. Essai (échantillonnage, réalisation, conservation et éprouvettes). Pour le moment, on manque de données de chantier pour tirer des conclusions définitives et il paraît plus important d'établir des méthodes d'essai normalisées. Le Groupe de Travail est d'avis qu'il n'est pas possible de prévoir l'écart-type à partir de facteurs tels que le type de construction ou le type d'unité de production. Cependant, il est possible d'estimer l'écarttype futur d'après les données précédemment fournies par une même unité de production, compte tenu que la fiabilité d'une telle estimation dépend du nombre de données disponibles. Si l'on ne dispose pratiquement pas de ces données, il convient alors d'adopter un écart-type, raisonnablement élevé, de 6 à 10 N/mm2, jusqu'à ce que l'on obtienne des résultats d'essai effectifs.
    Notes: Abstract Some time ago (Materials and Structures no 24, November–December 1971), Mr. Petersons published a paper referring to the work of Working Group III of the Joint CEB/CIB/FIP/RILEM Committee on the Statistical Control of Concrete. In the following, Mr. Teychenné gives a personal view of the ideas actually being discussed by Working Group I. The Joint Committee will at its next session discuss these proposals and hopes to finalize its work in the near future by publishing draft Recommendations on the Statistical Quality Control of Concrete.
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    Materials and structures 6 (1973), S. 299-306 
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    Notes: Abstract The paper presents details of the development of a deep freeze cabinet and of a cold room for carrying out the Road Research Laboratory frost heave test and the results obtained in the two testing facilities are compared. The majority of the tests reported were undertaken on burnt and on unburnt colliery shale, both in their natural state and when stabilised with cement, and an indication is given of the scatter in the results of tests on nominally similar specimens. The paper includes mention of a commercial deep freeze unit developed as a result of the work reported in the paper.
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    The annals of regional science 7 (1973), S. 115-129 
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    Notes: Abstract The purpose of this paper is to describe the recent growth of manufacturing enterprises on Indian reservations. After presenting some statistical information regarding the number of firms operating on reservations and the size of their labor forces, the discussion shifts to some of the factors which are inhibiting further Indian industrial development. Such factors as transportation difficulties, lack of nearby markets, and the quality of human resources are considered. However, consideration is also given to the advantages of a reservation location such as low labor costs, abundant natural resources and access to BIA training subsidies. A number of policy alternatives to speed Indian industrial development are discussed. However, unless large expenditures for social overhead capital are made progress will continue to be limited.
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    The annals of regional science 7 (1973), S. 27-39 
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    Notes: Conclusion The empirical findings discussed here tend to substantiate the original preise that variation in tax burden across states is too significant to be “hidden” in aggregate analysis. The evidence shows that states do not, in fact, possess the same incidence pattern as some aggregate measures might suggest. It has been found instead that due to differences in local tax assignment and the tax instruments used, incidence patterns vary widely. It was also found that the property tax exerts a significant regressive influence in every state.
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    The annals of regional science 7 (1973), S. 40-49 
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    Notes: Conclusions Tests of the simple projection models conducted in this study showed that a naive shift and share employment projection was superior to a model (Regional Rate) that depended only upon historical regional growth rates. The data confirmed, however, that there is enough instability in the regional share component to make a shift and share projection based upon a simple extrapolation of the component somewhat inferior to models (Ingrow and Super Ingrow) that utilize national historical and projected industry growth rates and omit any form of regional industry growth rate adjustment. The slight inferiority of the simple shift and share model tested does not mean that the technique holds no promise as a projection tool, but rather that the assumption of absolute stability of the regional share component over time requires modification. Even the very simple modification allowing for some convergence in regional industry growth rates (Modified Shift and Share) improved its predictive value to the point of superiority over the Ingrow model and to near equality with the Super Ingrow model. Further modification to substitute a multiplier projection assumption in local service industries and to take in account an inability to adequately project the regional share component for certain industries by setting the component equal to zero (Super Shift and Share) produced a model that was clearly superior.
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    The annals of regional science 7 (1973), S. 67-74 
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    Notes: Conclusions Most regional input-output models are constructed for purposes of providing a basis for making policy decisions relative to regional economic growth and development. Evidence suggests they are used increasingly for this purpose. A major implication of this paper is that information generated from regional input-output models developed by modifying a national model may lead to unjustified optimism by those who make such decisions. At a minimum researchers and decision-makers should be aware that this may be a problem in models estimated using the net export-import technique. The significant of this problem may be expected to vary among regions. That is, its significance will vary inversely with, among other things, the level of economic integration within the region. If examination of secondary data vis-a-visa priori knowledge of the regional economy leads the analyst to believe that this may be a significant problem, steps could be taken to help alleviate it. Even studies with extremely limited resources could include a survey of major sectors to obtain estimates of their actual exports and imports. Su [10] suggests that costs may be reduced by a survey conducted on theproportion of required inputs for each sector imported from other regions in the total inputs of that sector. Such an approach is amendable to a mail or telephone survey that could yield, at minimum costs, sufficient data on exports and imports. Resultant percentages could then be used in conjunction with the technical coefficients matrix in a manner similar to the traditional net export-import technique. The Delphi technique of multi-round surveys of industry experts also holds promise for obtaining such proportions.
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    The annals of regional science 7 (1973), S. 23-46 
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    Notes: Abstract This paper uses input-output analysis to study some aspects of of growth pole theory with special reference to the role of a propulsive firm in the development process of a growth pole in the State of Minas Gerais (Brazil). The empirical results of three simple linear models related to a very detailed input-output table built for that growth pole are analysed. In its first part, the results of a comparison between the production structures of the State and those of the country are also shown to emphasize once more that we should be very careful in using national technical coefficients when studying the economies of areas in a country with large regional growth disparities.
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    The annals of regional science 7 (1973), S. 1-12 
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    Notes: Abstract An economic utility theory model specifying automobile ownership decision-making in terms of intra-urban locational factors is presented. The long-range objective of the research is to provide an improvement in urban transportation planners' understanding of the relationships between automobile ownership by families residing within urban environments and the supply of transportation system facilities and services. Determinant variables in the model are: the spatial locations of trip destinations accessible to urban travellers with and without use of an automobile and at various times of day, the respective travel times to these destinations by auto and by alternate public transit modes, and the yearly capital and operating cost of automobile ownership in excess of cost by the alternate mode(s). Explicitly evaluated factors in the theory of decision-making proposed include the perceived benefits to tripmakers of travelling to destinations at various times, and the values placed on leisure time and consumption of all other goods. Emphasis is placed on decisions to purchase a second car, predictions of which are particularly relevant to urban transportation planning. Empirical tests for application with traditional transportation planning data are developed for various model hypotheses. These hypotheses are interpreted in terms of future research needs and directions.
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    The annals of regional science 7 (1973), S. 106-114 
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    Notes: Abstract The public will probably play a major role in determining future programs to combat air pollution. Thus, a major task in any community is to stimulate public acceptance of the responsibility to take some kind of action. This study was conducted to investigate the attitudes of a metropolitan population toward air pollution and to attempt to measure in a crude way that public's willingness to take action. Data were collected by personal interview from 562 adult respondents living in Salt Lake City, Utah, which is surrounded by lofty mountains. High pressure areas frequently form an inversion which holds the air on the valley floor. The air quickly becomes polluted when it cannot escape. A health behavior model, formulated by Irwin Rosenstock, was used as a frame of reference in determining how residents perceive the pollution problem and its probable consequences in relation to their health. Willingness to donate money from one's own resources in an effort to reduce the problem was used as a measure of concern. Those most willing to donate money to combat air pollution were residents who perceived air pollution to be a serious problem in this community; who were personally bothered by it; who were concerned for their family's health, and who had confidence that the problem could be eliminated, or at least reduced by our technical expertise. Demographically, they were the more highly educated males working in high status occupations. The findings of this study suggest the potential usefulness of the model in designing community programs to reduce air pollution.
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    The annals of regional science 7 (1973), S. 50-56 
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    Notes: Conclusions Large economic models are suitable tools to aid in defining policies, programs and projects that are based on the regional comparative advantage in the production of agricultural commodities. These models can be built in countries that do not have a long tradition of data collection and storage. The tool is helpful in the management of research when the investigators are heterogeneous with respect to nationality, formal training, and experience. Some effort needs to be put forth in developing simple display techniques that are suitably adapted to such complex models in order to relate the analysis to the non-quantitative investigators and sponsors.
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    The annals of regional science 7 (1973), S. 100-112 
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    The annals of regional science 7 (1973), S. 13-22 
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    Notes: Abstract Many studies have explored the size distribution of income, but empirical analysis has usually involved the examination of statistics which, in effect, summarize characteristics of the distribution, or the relation of a statistic (usually average income) to a set of explanatory variables. The present study differs from previous empirical work by relating observations in specified income intervals to a set of explanatory variables. This multiple equation model appears to be an innovation in income distribution studies. Census data on family unit income distributions by county were taken as observations on a set of dependent variables. Each income class interval is associated with a corresponding dependent variable. The dependent variable consists of the proportionate number or frequency of income units measured in percentage terms. For each dependent variable, then, there will be as many observations as counties reported. Each of the dependent variables is related to a given set of independent variables using multivariate analysis. Observations on these variables are the same for all cases; that is, each dependent variable is related to the same set of independent variables. The multivariate approach employed here allows an investigation of the behavior of a coefficient in each income class in turn. A good deal of additional information (relative to work with income class averages and economic development) is thereby generated. The model was estimated for two time points on California data. The paper includes an interpretation of the results for several independent variables including education and location, and also some comparisons of the results over time.
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    The annals of regional science 7 (1973), S. 81-89 
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    Notes: Abstract Interindustry models provide a) a simple, logical, and internally consistent way of portraying the interdependent structure of a region and b) an analytic framework which can be used to provide answers to a wide variety of questions. Many of these answers can be expressed as easily understood multipliers, but because the persons for whom these multipliers are most useful possess only limited understanding of the underlying model, they are often forced to accept (or reject) them on faith. In many cases it should be possible to supply these users with some indication of the reliability of estimated multipliers. Many factors affect reliability and these factors are not equally measurable. This paper has the limited objective of estimating that component of multiplier variance induced by the use of sample data to construct the basic model. The procedure adopted exploits a first order approximation technique. It is applied to the data used to construct a from-to model of Oklahoma Planning Region 9. Selected limitations and implications of the resulting estimates are examined.
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    The annals of regional science 7 (1973), S. 130-142 
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    Notes: Abstract This study analyzes both the conceptual validity and empirical accuracy of representative studies designed to estimate the impact of a university on the local economy. Two major sources of error exist in the literature to date. The first involves the use of a local multiplier. The economic base multipliers typically used in impact studies are found to be too large when applied to the university sector. A significantly smaller multiplier was estimated with a local value added approach based on spending emanating specifically from the university sector. The difference is attributed to the high propensity for university related expenditures (the school proper, faculty, staff, and students) to leak out of the local economy, and to the high proportion of local expenditures on items with low local value added. The second major source of error has been in the analysis of the local employment impact of student spending. Previous attempts to convert student expenditures to employee equivalents have implicitly assumed that the entire value added is locally generated. The substitution of a more reasonable assumption leads to a much lower estimate of the direct employment impact of student spending. When the revised methods for estimating both the multiplier and the employee equivalent of student spending are used, the local economic impact of the university is greatly reduced. Using data from Kent State University and the Kent, Ohio economy, these new methods show an impact of less than one-half of the impact estimated with earlier techniques.
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    The annals of regional science 7 (1973), S. 1-12 
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    The annals of regional science 7 (1973), S. 13-26 
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    Notes: Summary The policy pattern for maximizing income growth indicated by this analysis stresses rural education and an extension of livestock farming coupled with less overall reliance on agriculture, and a reduction in tenancy. Efforts to gear the rate of mechanization of agriculture to the capacity of local industrialization to employ those released by agriculture also appear indicated.
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    The annals of regional science 7 (1973), S. 75-87 
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    The annals of regional science 7 (1973), S. 113-123 
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    Notes: Conclusion Such an explanation should hold for any territorial units, regardless of the actual process which established them (e.g., competition between groups or legislative enactment by superordinate systems) and regardless of the culture which maintained them (e.g., aboriginal Indian or Anglo-American). All that is required to explain the observed relation between the size of social systems and the settlement intensity of the region in which they are located is the assumption that social systems depend upon information and energy exchanges in their human populations, populations which are themselves distributed in space. This explanation is more general than that developed earlier to explain variations in county size. Such generality would seem to be an obvious benefit of cross-cultural research. This work should be amplified both extensively (through the study of still other cultures) and intensively (with respect to the actual processes by which Northwest Indian tribal groupings were established, recognized, maintained and altered).
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    The annals of regional science 7 (1973), S. 47-66 
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    Notes: Abstract This model projects house values, rents, and incomes in small areas (planning areas, PA's); a subsequent procedure disaggregates these values, rents, and incomes to an even finer grain (transportation analysis zones, TAZ's). The model is part of a larger system in which demographic and econometric models provide aggregate control totals on increments of single- and multiple-family-dwelling units (SDU's and MDU's) and a series of spatial allocation models that distribute increments of SDU's and MDU's to TAZ's. Using probit analysis, the distributions of existing values, rents, and incomes are shifted upwards by estimated rates of appreciation. The increments of SDU's are distributed to value classes by a series of equations estimated by regression analysis on past County housing experience. The incomes associated with each value class are determined from a matrix of incomes by values derived from FHA experience. The increments of MDU's are distributed to rent groups as a function of the appreciated distribution of existing rents. The income distribution associated with each rent group is derived from a matrix of rents to incomes, developed from the 1970 Census. Finally, the increments are added to the existing to yield the projected PA distributions of rents, values, and incomes. In disaggregating, the following is done for each PA: An exogenously-determined matrix of projected incomes in the included TAZ's is iteratively adjusted to close to the marginal vector of projected PA incomes. Then, in each TAZ, the projected PA distribution of rents or values is shifted as the average income in the TAZ varies from the average income in the PA. This provides a matrix that is iteratively adjusted to close, first to the PA vector of values, then to the PA vector of rents. Although the model does not simulate market effects, it does provide a simple and plausible means of deriving short-term projections of house values, rents, and incomes.
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    The annals of regional science 7 (1973), S. 57-66 
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    The annals of regional science 7 (1973), S. 88-99 
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    Notes: Conclusions The evidence presented in this paper leads one to conclude that the parimutuel tax is not a desirable tax on the grounds of either horizontal or vertical equity. Since only a small amount of revenue is derived from this tax source in most states 18 it would not be difficult to replace it with a more desirable revenue source. However, one qualification should be made. In Washington, approximately 17 percent of the funds which are derived from this tax are used to finance the Washington Horse Racing Commission which insures races are fair and the bettors receive correct payoffs. Consequently, one-sixth of the tax can be considered a charge for the benefits received from state government in keeping this form of legalized gambling “honest. ” About one-third of this tax revenue helps to finance the State Pairs. The remaining half goes into the state's general fund. What is being argued is that any tax revenue that exceeds that amount necessary to finance the Washington Horse Racing Commission should be replaced by a tax which provides more equity; tax revenues which are used to supervise race tracks should continue to be paid by those who patronize the race tracks and bet on the horses.
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    The annals of regional science 7 (1973), S. 165-168 
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    The annals of regional science 7 (1973), S. 67-80 
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    Notes: Abstract This study of employment change in the Allentown-Bethlehem-Easton, SMSA applies an index of interregional homogeneity to determine the extent to which the industrial structure of the region over a nine-year period has been modifiedvis-a-vis that of the rest of the nation. Indices derived from the analysis are synthesized with a modified employment shift model to forecast expected employment for twenty-two industries in the ABE, SMSA for the year 1975. It is demonstrated that an interregional homogeneity index when combined with a shift and share model can be adapted to systematically forecast regional change. The concept employed is to first stratify the allocation of change to a sub-region in total and then to each industry.
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    The annals of regional science 7 (1973), S. 90-105 
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    Notes: Abstract Historical evidence suggests that successful economic development efforts have been characterized by a structural transformation of the developing economy from one dominated by agricultural employment and production to one dominated by nonagricultural employment and production. Such transformations have typically involved the migration of relatively sizeable fractions of the nation's agricultural work force to centers of nonagricultural employment and production. In this study we employ regression analysis to examine the magnitudes in which various factors influenced intercounty migration in England and Wales during the Nineteenth Century. Our evidence suggests that out-migration tended to be lower the higher the agricultural wage that prevailed in a county. The results also reflect the attractiveness of job opportunities in the nonagricultural sector and the deterring effects of distance.
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    The annals of regional science 7 (1973), S. 165-172 
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    Materials and structures 6 (1973), S. 15-21 
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    Description / Table of Contents: Résumé Lorsuq'on dose le béton pour une certaine résistance à la traction, on admet souvent que la résistance au fendage sur cylindre est en rapport constant avec la résistance en traction directe et que, par conséquent, elle constitue une alternative acceptable. On montre ici que la dimension des granulats peut avoir un effet important sur les rapport résistance au fendage sur cylindre/résistance en traction directe qui, pour les mélanges étudiés, varie de0,95 à1,28 pour des cylindres de102 mm de diamètre. On suggère que la cause peut en être le système complexe de contrainte en compression qui se situe immédiatement sous les bandes d'interposition; on décrit l'étude expérimentale entreprise pour vérifier cette hypothèse.
    Notes: Abstract In the design of concrete mixes for tensile strength it is often assumed that the cylinder splitting strength is a constant proportion of the direct tensile strength and is therefore an acceptable alternative. It is shown herein that aggregate size can have an important effect on the split cylinder/direct tensile strength ratio which, for the range of mixes examined varies between 0.95 and 1.28 for 102 mm diameter cylinders. It is suggested that this is caused by the complex compressive stress system immediately beneath the packers and experimental work to test this hypothesis is described.
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    Materials and structures 6 (1973), S. 23-27 
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    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Description / Table of Contents: Résumé Jusqu'ici on n'a accordé que peu d'attention au fluage du béton jeune, particulièrement dans le cas où le chargement se fait dans les tout premiers temps. Lors des tentatives faites jusqu'ici, les variables étaient beaucoup trop nombreuses pour permettre d'aboutir à des conclusions quantitatives. Les études systématiques du fluage des pâtes de ciment jeunes ont montré que le fluage n'est pas une fonction linéaire du rapport contrainte-résistance pour les pâtes dont la résistance s'accroît sous la charge. Le processus qui intervient ici décroît logarithmiquement avec le temps. On a avancé une hypothèse pour expliquer la non-linéarité qu'on observe entre le fluage et le rapport contrainte-résistance. Sous la forme qu'on lui donne, l'hypothèse peut être appliquée au fluage de la pâte de ciment sous des contraintes relativement peu élevées. Sous contrainte élevée, on doit avoir recours à des mécanismes additionnels qui tiennent compte de destructions localisées. On propose quatre mécanismes susceptibles d'expliquer le processus qui entre en jeu lorsque la pâte de ciment est en cours de maturation sous charge. Ce sont les effets de la pression osmotique, le fluage par séchage, la formation d'une couche de gel consécutive à l'hydratation des grains de ciment et le dépôt d'une nouvelle couche de gel après déchargement. On peut considérer que le mécanisme de la pression osmotique n'est pas affecté par la vitesse de l'hydratation. Il semble persister tant que dure l'hydration. Par contre les autres mécanismes dépendent fortement de la vitesse de l'hydratation qui détermine la vitesse du retrait autogène, la vitesse à laquelle décroît le support que les grains de ciment relativement rigides fournissent au gel de ciment, et de la proportion de gel —dont le rôle n'est pas encore effectif—qui est déposé après déchargement, alors que ne s'exerce aucune contrainte, et qui peu à peu commencera à assumer une partie de la charge à mesure que le gel antérieur au chargement flue en état de contrainte, ou à mesure que le rajustement de la charge augmente la contrainte, et par conséquent la déformation élastique du gel antérieur au chargement. On peut donc s'attendre à ce que les effets des trois derniers mécanismes diminuent incessamment avec le temps, étant donné que la vitesse de réaction dépend de l'âge du béton. Le fluage du béton jeune doit donc diminuer avec la formation de la structure comme les résultats expérimentaux le mettent en évidence.
    Notes: Abstract Four mechanisms are proposed to explain why maturing creep is not solely dependent on stress-strength ratio. The mechanisms are osmotic pressure effects, drying creep, gel following the hydrating cement grains and deposition of new gel in an unloaded state. While the osmotic pressure mechanism is unaffected by the rate of hydration, the other mechanisms are very much dependent on the rate of hydration. Maturing creep decays continuously with increasing maturity as the rate of reaction is dependent on maturity.
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    Materials and structures 6 (1973), S. 39-47 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This article describes the construction and properties of a new type of guarded hot plate apparatus for the investigation of thermal insulations. The article begins with a general discussion of some of the characteristics of the conventional unit, noting especially the long time required to reach steady state conditions and the accuracy given in round-robin-tests. Errors when measuring in a onesided guarded hot plate are discussed and calculated. A description is given of the constructed guarded hot plate and its characteristics. It is shown that it is possible to reach steady state in very moderate periods of time combined with stable and accurate measurements.
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  • 99
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    Materials and structures 6 (1973), S. 29-38 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Description / Table of Contents: Summary The authors study the effects of the sulphates of a silicoaluminous fly ash upon strengths of mortars to which it is blended. On the other hand, they follow the hydration of these mortars by X-ray diffraction and analyse the behaviour of fly ash in a saturated lime solution. The sulphates play an obvious part on the initial hardening of mortars: the ettringite formation brings superiority of raw ash mortars on washed ash ones. Next, the increase of the mechanical strengths can be explained by the fixation of time into an hydrated calcium silicate and is not affected by sulphates.
    Notes: Résumé Les auteurs étudient l'influence des sulfates d'une cendre volante silicoalumineuse sur les résistances mécaniques des mortiers auxquels elle est incorporée. Parallèlement, ils suivent l'hydratation par examen aux rayons X et analysent le comportement de la cendre placée dans l'eau de chaux. Les sulfates jouent un rôle manifeste dans le comportement des mortiers au début du durcissement. La formation d'ettringite entraîne une supériorité initiale des mortiers de cendres brutes sur les mortiers de cendre lavée, sans sulfate. Par la suite, l'accroissement des résistances mécaniques s'explique par la fixation de la chaux sous forme de silicate de calcium hydraté (phénomène pouzzolanique) et ne dépend plus des sulfates.
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  • 100
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    Materials and structures 6 (1973), S. 57-64 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Type of Medium: Electronic Resource
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