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  • Articles  (585)
  • Springer  (585)
  • National Academy of Sciences
  • 1995-1999
  • 1975-1979  (585)
  • 1978  (585)
  • Architecture, Civil Engineering, Surveying  (567)
  • Information Science and Librarianship
Collection
  • Articles  (585)
Years
  • 1995-1999
  • 1975-1979  (585)
Year
Journal
  • 1
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    Fire technology 14 (1978), S. 159-165 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract A search is under way for the ultimate replacement of polychlorinated biphenyls used as insulation in industrial transformers. Some possibilities have surfaced, but others are yet to be explored.
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  • 2
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    Fire technology 14 (1978), S. 166-171 
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  • 3
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    Fire technology 14 (1978), S. 172-174 
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  • 4
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    Fire technology 14 (1978), S. 175-178 
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  • 5
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    Fire technology 14 (1978), S. 183-183 
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  • 6
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    Fire technology 14 (1978), S. 184-194 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This review summarizes the history of fire resistance testing and its impact on the formulation of the present standard. It focuses on studies from the 1880s to 1918.
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  • 7
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    Fire technology 14 (1978), S. 195-205 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Positive pressure may be developed at any level in a furnace by locating the flue outlet below instead of above that level and by restricting the area of the flue outlet. Maintaining a constant air supply to the burners is often desirable. Various safety factors are of great importance.
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  • 8
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    Fire technology 14 (1978), S. 206-222 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Conventional methods for reducing the concentration of smoke on escape routes have shortcomings. An account is given of the development of a method by which smoke can be prevented from entering the stairway by pressurizing the staircase.
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  • 9
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    Fire technology 14 (1978), S. 223-225 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The procedure by which a flame spread index is calculated in the Steiner Tunnel Test has recently been revised by ASTM. The new index is shown to measure average flame speed, weighted so as to emphasize the flame behavior in the earlier part of the test.
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  • 10
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    Fire technology 14 (1978), S. 126-135 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Of primary concern in structural fires is the ability of occupants to escape once a fire has been detected. This paper describes a technique for calculating the number of directed routes from any room to a location of safety.
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  • 11
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    Fire technology 14 (1978), S. 147-158 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper compares the characteristics of protein and fluoroprotein foams for base injected application to fires in oil storage tanks. Part II discusses the fire tests and their results.
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  • 12
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    Fire technology 14 (1978), S. 136-146 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The authors present toxicity data on various natural and synthetic materials under simulated fire conditions, provide comparisons between materials, and discuss the significance of the data and the impact of public acceptance.
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  • 13
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    Fire technology 14 (1978), S. 239-246 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract “Every building should be executed and arranged in such a way or by the use of such materials that, taking into consideration its purpose and location, it will give reasonable fire safety for persons staying in the building, including proper facilities for saving the occupants and for fire extinguishment to be carried out, and also to give reasonable safety against spread of fire to adjoining buildings and activities on adjoining sites.” — Danish Building Code, Chapter 6.1.1
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  • 14
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    Fire technology 14 (1978), S. 255-256 
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  • 15
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    Fire technology 14 (1978), S. 263-263 
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  • 16
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    Fire technology 14 (1978), S. 257-258 
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  • 17
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    Fire technology 14 (1978), S. 265-272 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The authors calculated spreading coefficients for aqueous film forming foams and hydrocarbon fuels from surface and interfacial tensions measurements made over a temperature range from 20° C to 90° C.
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  • 18
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    Fire technology 14 (1978), S. 273-278 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Composite assemblies of materials of sharply different thermal properties cannot be listed in a flammability merit sequence intended to have a wide range of application. For such assemblies, relative flammabilities depend on the time scale of the flammability test utilized. Metal-foil-faced foamed plastics exhibit this effect to a marked degree.
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  • 19
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    Fire technology 14 (1978), S. 279-290 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Experiments were conducted to test the ability of a computer program to describe the charring of ovendried wood.
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  • 20
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    Fire technology 14 (1978), S. 291-296 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract A simple laboratory method for determining ignition temperatures of materials is described. The basic apparatus consists of a tube furnace, an air supply, and a fitting that contains the sample holder and thermocouple. Ignition temperatures obtained by this method are presented for a variety of synthetic polymers.
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  • 21
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    Fire technology 14 (1978), S. 297-303 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Long-range planning of forest fire initial attack systems requires a method for evaluation of force effectiveness against an assumed pattern of fire occurrence on the planning unit.
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  • 22
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    Fire technology 14 (1978), S. 304-316 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This review summarizes the history of fire resistance testing and its impact on the formulation of the present standard. It focuses on studies from the 1880s to 1918.
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  • 23
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    Fire technology 14 (1978), S. 317-325 
    ISSN: 1572-8099
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Electrical wiring (mainly copper) was subjected to overcurrent, arcing, or fire heating in the laboratory. Many samples were also taken from actual fires. The melting and damage patterns tended to be characteristic for each cause of damage, although there was some overlap in effects. Some guidelines on the use of the observed effects are given for helping to interpret the roles of wiring in fires.
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  • 24
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    Fire technology 14 (1978), S. 330-332 
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  • 25
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    Fire technology 14 (1978), S. 326-329 
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  • 26
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    Fire technology 14 (1978), S. 333-336 
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  • 27
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    Fire technology 14 (1978), S. 3-4 
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  • 28
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    Fire technology 14 (1978), S. 5-14 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Halon systems are designed to deliver specific agent concentrations. The author discusses the effects of temperature, pressure, and two-phase flow on the flow characteristics of Halon 1301.
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  • 29
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    Fire technology 14 (1978), S. 15-27 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract This paper compares the characteristics of protein and fluoroprotein foams for base injected application to fires in oil storage tanks. Part I discusses foam flow and distribution and fuel pickup characteristics.
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  • 30
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    Fire technology 14 (1978), S. 46-50 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract The authors present an up-to-date compilation of available short-term LC50 data.
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  • 31
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    Fire technology 14 (1978), S. 51-60 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract A study was made to determine the effects of various parameters on the fire load characteristics of office buildings. This and future studies are expected to form the basis for improving fire resistant design requirements.
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  • 32
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    Fire technology 14 (1978), S. 28-45 
    ISSN: 1572-8099
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract A calculation method is described for the determination of the fire resistance of composite floor and roof slabs. Using this method, simple approximate formulas are derived for the calculation of the thermal fire resistance and minimum cover thickness to the steel of reinforced and prestressed concrete slabs, consisting of two layers of concrete, one lightweight and one normal weight. Comparison with test results shows good agreement between calculated and experimental fire resistances.
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  • 33
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    Fire technology 14 (1978), S. 61-66 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Technology is being developed to illustrate the feasibility of determining the temperature of a fire from the spring constant of a spring. Although preliminary in development, the first tests indicate a relationship between a fire's temperature and the spring constant of a heated spring. This discussion is based on studies performed at The Ohio State University.
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  • 34
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    Fire technology 14 (1978), S. 67-72 
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  • 35
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    Fire technology 14 (1978), S. 73-75 
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  • 36
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    Fire technology 14 (1978), S. 76-78 
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  • 37
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    Fire technology 14 (1978), S. 83-83 
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  • 38
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    Fire technology 14 (1978), S. 85-96 
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    Notes: Abstract A numerical scheme is presented to correct heat release rate measurements made with the Ohio State University rate of heat release apparatus for the effects of inherent time delays in the measurement system.
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  • 39
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    Fire technology 14 (1978), S. 97-109 
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    Notes: Abstract The author reports on recent experiments in low-level flooding of flight simulator rooms.
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  • 40
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    Fire technology 14 (1978), S. 110-125 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Computer simulation methods have been developed to aid in the design of smoke control systems. A new air movement program discussed here permits realistic modeling of large buildings and their air-handling systems.
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  • 41
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    Fire technology 14 (1978), S. 226-238 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract A study of errors associated with temperature measurement in fire endurance test furnaces has shown that conventionally used thermocouples are subject to large time constant errors in the first 20 minutes of a standard test.
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  • 42
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    Fire technology 14 (1978), S. 247-252 
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  • 43
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    Fire technology 14 (1978), S. 253-254 
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  • 44
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    Transportation 7 (1978), S. 19-33 
    ISSN: 1572-9435
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Destination choice for the urban grocery shopping trip is hypothesized to be determined by three factors: the individual's perception of the destination, the individual's accessibility to the destination and the relative number of opportunities to exercise any particular choice. Results of a multinomial logit model estimation support this hypothesis and provide useful information concerning the role of urban form in this destination choice situation. It is determined that accessibility is the primary aspect influencing destination choice and that its effect is nonlinear.
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  • 45
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    Transportation 7 (1978), S. 45-67 
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    Topics: Architecture, Civil Engineering, Surveying
    Notes: Abstract Since the oil crisis of 1973, a number of studies have been made in various countries of the effects of the rise in petrol prices on the level of traffic flow, but rather fewer have attempted to delineate the complex chain of reactions within the car market set off by this impulse. We attempt to do this, using data from the UK. Since 1966 during the prediction stage of the first London Transportation Study it became obvious that low income and high income households had different rates of growth of car ownership, mainly because low income households bought cheap, old cars which vary in quantity and price differently from expensive, new cars. The Greater London Council therefore sponsored a study of car prices by age and size, starting from 1957 annually, and since the oil crisis, evaluated monthly. This has enabled us to examine the strong change in trend that had occurred, with large cars depreciating 15% per annum more than the smallest. The quantities of cars of each size registered each month are available from national statistics and this enables us to say that the previous 1% per annum increase in car size was arrested, with new cars becoming substantially smaller. A model of the car market has been developed which relates on the one hand the price distribution of cars by age, and on the other hand the price. distribution of the stock of cars owned at each household income level. Via the expenditure on car purchase at each household income level and the distribution of the length of time between purchase and resale of cars, a fully dynamic model has been developed to relate expenditure flow and stock. This enables us to test the effect of different trends on the dynamic equilibrium in the car market. The implications of the two trends noted above on the prediction of future car ownership growth are discussed, with the standstill since the oil crisis attributed to petrol prices via the split in household expenditure between purchase and use.
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    Transportation 7 (1978), S. 87-96 
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    Notes: Abstract Improved criteria are necessary to aid in determining awards of federal funds for metropolitan transit projects. Commuting is the main use for public transit. Thus a primary objective of an urban transit system should be to provide a flexible and balanced set of options to the workers in the metropolitan area for their journey to work. This paper discusses various facets of an appropriate balance among the three modes: rapid rail, bus, and automobile. Three cities are selected for further analysis: Baltimore, Kansas City, and Phoenix. These cities represent different stages in economic-transportation development, and also present different spatial patterns of residence and employment. The applicability of rapid rail transit to each city is examined in view of central city worker concentration and recent trends.
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    Transportation 7 (1978), S. 101-106 
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    Transportation 7 (1978), S. 107-114 
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    Transportation 7 (1978), S. 119-125 
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    Notes: Abstract Travel demand models implicitly assume that people respond to changes in a continuous way. This is in contrast to the physical sciences, where discontinuous response is a common phenomenon and is embodied in such concepts as sub-critical and supercritical states. Recent studies have shown that responses to transport policies differ in degree and kind according to the nature and severity of the stimulus and the types of people affected. Response patterns may be categorised by the extent to which they involve adjustments to spatio-temporal or inter-personal linkages. This paper identifies four response domains, with a further distinction between permissive and forced changes. Most travel demand models are designed to operate within an independent, forced (and to a less extent independent permissive) domain and their forecasts become unreliable when responses lie outside that domain. Conversely, a model designed for a more complex domain is unnecessarily cumbersome where simpler responses apply. This paper describes the types of model which are appropriate for each domain and discusses how the effects of a policy may be assigned to the correct domain(s).
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    Transportation 7 (1978), S. 167-191 
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    Notes: Abstract This paper reports on an analysis of a range of largely non-construction congestion reduction techniques which was funded by the U.S. National Cooperative Highway Research Program (NCHRP). A number of evaluations of the direct and indirect effec tiveness, costs, timing and feasibility of 22 major classes of promising techniques was performed. Based on this analysis, the study team evaluated 17 of these techniques as both effective and feasible in a U. S. institutional context. However, none of these 17 offered more than marginal reductions in peak-period traffic congestion when applied individually. Some techniques affected so small a percentage of travelers that reductions in congestion would not be discernible. Other techniques promised significant congestion reductions in theory but did not realize that promise in practice. It was concluded that many techniques could be implemented together with the potential for far greater combined effectiveness. An analysis was performed to determine how best to “package” or jointly implement promising techniques to optimize their combined effectiveness. It was found that all promising techniques could not be applied together because of conflicts in their impact. This analysis suggested eight sample “packages” or combinations of mutually supportive techniques. These eight packages were subjected to evaluations similar to those performed for individual techniques; while the packages are merely examples of potential combinations, the evaluation methodology employed should be of continuing use to local transportation planners. This paper was developed from NCHRP Report 169, Peak-Period Traffic Congestion, Options for Current Programs, and Peak-Period Traffic Congestion: State-of-the-Art and Recommended Research (NCHRP Agency Draft) By Robert Remak and Sandra Rosenbloom.
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    Transportation 7 (1978), S. 5-33 
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    Notes: Abstract Most modal split models have been based on the assumption of rational behaviour in an individual's choice evaluation of the generalised costs of modal alternatives. This paper integrates conceptual and empirical information from a wide range of sources and points towards an alternative way of looking at modal choice. The main conclusion is that the car is usually perceived as the superior mode for vehicular travel and that the potential user is committed to its use largely through the act of purchasing it. The conceptual structure of a sequential modal split model is outlined as one that is based on a four-stage decision-making framework which considers the role of learning and habit-formation. In the conclusion, the implications of this approach are considered in terms of the conventional modal split and trip generation submodels, and certain policy measures are assessed.
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    Transportation 7 (1978), S. 35-43 
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    Notes: Abstract Demand responsive bus operation generally requires some type of manual dispatching. If the volume of traffic is low and few vehicles are in service, the cost of dispatching relative to the total operating costs will be substantial. Consequently, many operators hesitate to introduce a dial-a-ride system. In a joint project between Gothenburg Transport Authority (GS) and Volvo, the latter has designed a device to be fitted to the general telephone system whereby a telephone dial can be used to transmit coded information over the public telephone network to a central recorder. In a dial-a-ride service this device can be used as a “robot” dispatcher. During a period of 11 weeks in 1976 this device was tested in practical operation in the northeastern part of Gothenburg, the second largest city of Sweden. During the same period a prototype Volvo vehicle for low volume demand was also tested in this dial-a-ride service. During this experiment it appeared that customers easily adjusted to the new procedure of getting their bus. These promising results have led GS to continue the development of this system for large scale operation.
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    Transportation 7 (1978), S. 69-85 
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    Notes: Abstract The paper develops and tests a model which characterizes the parking location decisions of individual tripmakers. The model is designed to offer information concerning the effects of alternative parking policies on parking location decisions and therefore the effects on the distribution of congestion in an urban area. Own price, time price and full price elasticities for alternative parking locations are estimated. The own price elasticity is found to rise with distance from the destination point while the time price elasticity falls with distance. The full price elasticity is found to be relatively stable. One is able to determine from the calculated elasticities, the effects of alternative parking policies such as raising parking fees, time restrictions, or increasing search or transaction costs on the distribution of individuals consuming parking services; from this one can infer the impact on the distribution of congestion. The paper also offers some explanation for the low elasticity of auto use with respect to changes in parking costs found in some modal choice studies.
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    Transportation 7 (1978), S. 97-100 
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    Transportation 7 (1978), S. 115-117 
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    Notes: Abstract The development of the Munich Rapid Transit System, coupled with the growth of the Munich region, has had a major effect on the spatial structure of the region. The radial form of the rapid transit system has led to an outward movement of higher income families and a strengthening of the service function of the city centre, to the cost of local centres. Lower income families are tending to settle in the city centre fringe areas, although their primary employment opportunities, in manufacturing industry, are increasingly moving to the urban fringe. There is, thus, a growing spatial separation between homes and workplaces and although the rapid transit system has reduced traffic congestion in Munich, it has encouraged the development of an urban structure which is not compatible with the objectives of either the state or the region.
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    Transportation 7 (1978), S. 147-166 
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    Notes: Abstract Transportation planning has for too long been unbalanced in that an excessive amount of time has been spent on building increasingly complex quantitative models at the expense of rather important aspects of the design and forecasting stages of the process. This paper therefore sets out to consider two related problems: that of forming a coherent and useful link between the design and evaluation stages and that of suggesting a method of dealing with probabilistic forecasts within the evaluation model. The solutions to both of these problems are linked. It is suggested that the structure of and variables contained within the formal evaluation model must also necessarily play a part in the scheme design or selection process. This process is itself seen as one of hierarchical selection wherein classes of scheme or solution are successively more explicitly identified as sensibly different and, where possible, the preferred class is identified. Central to this taxonometric procedure is the idea of sensible differentiation between classes whose characteristic performance is only known uncertainly and some algorithms for achieving this are suggested.
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    Transportation 7 (1978), S. 193-210 
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    Notes: Abstract In most large cities traffic flow is controlled or manipulated in a number of ways. The methods used are mostly negative in the sense that they restrict the driver's choice of alternative routes rather than encourage him to use a particular one. This paper reviews some of the conventional measures and goes on to consider whether a more positive approach to route control might be justified, by inducing a more efficient or acceptable pattern of traffic movement in urban areas. The principal criteria for an efficient pattern are taken to be the total rate of expenditure of vehicle mileage and the frequency of route crossings, and an attempt is made to evaluate the potential benefits of route control in these terms. Social, technical and political considerations suggest that compulsory control will not be feasible for some time (at least, in the UK), but if the benefits to drivers as individuals can be shown to be worthwhile an advisory system might be practicable. Some possible systems are briefly outlined.
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    Notes: Abstract Estimates of the numbers of trips likely to be made by individuals and of the modes of transport that will be available to them for those trips are provided by the trip production model. The objective of the work described in this paper was to investigate the geographical stability of the trip production model by comparing the numbers of trips estimated by the model when using national rather than local data. The 1972/3 National Travel Survey was used as the national data. Household interview survey data from the transportation studies of Lincoln, Sheffield/Rotherham, South East Dorset and Bristol were the local data sources. Three home based trip purposes are modelled; 24 hour work, 24 hour shop, 24 hour other. The models calibrated from national and local data perform similarly provided both operate with local trip rates. The car ownership sub-model with national parameters produces similar forecasts to the models with local parameters. There are probably real differences in household trip rates for some trip purposes between urban areas.
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    Transportation 7 (1978), S. 1-3 
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    Transportation 7 (1978), S. 225-242 
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    Notes: Abstract This paper reviews the present levels of operating support to, and public investment in, public transport systems in Western Europe. All internal bus, tram and rail services are included, and estimates made for total support in Britain, Sweden, West Germany, the Netherlands and France. To make comparison meaningful, these are shown in relation to GDP and traffic carried. Support levels in Britain are below average, but by no means the lowest as sometimes assumed. Reasons for providing support are considered, including existence of financial burdens arising historically, assistance to particular groups of users, problems in price discrimination and inability of other modes' charges to reflect costs. The extent to which support payments may merely subsidise inefficiency is outlined. A distinction is drawn between “productive” efficiency, i.e. the resources used to provide a specified level of service and fare, and “allocative” efficiency, i.e. the extent to which resources are allocated so as to maximise traffic, etc. The extent for reducing support yet retaining the present general level of service and fare is considered. Means of raising finance for support are outlined, including relative roles of central and local government. The scope of local taxes being raised to meet local objectives is considered, notably in the French “versement transport”: In conclusion, it is suggested that trunk inter-city services should cover all costs from fares, by a discriminatory pricing policy, but central government provide a basic support level for rural areas. In urban areas, practical limits exist to price discrimination, and the best policy may be “collective purchase” of facilities through a local tax.
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    Transportation 7 (1978), S. 297-299 
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    Transportation 7 (1978), S. 281-295 
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    Notes: Abstract It is argued that some of Grey's criticisms (this issue) — including those at the centre of his argument - are based on faulty logic, invalid premises, or lack of clarity about what current practice actually is. An appropriate definition of generalised cost, together with a sensitive disaggregation of major groups of the population, can help to increase the reliability of forecasts and provide a consistent underlying framework for analysis of otherwise disparate projects. Some of Grey's criticisms are more valid, however, and there is a case for some changes in current practice. This can best be done by adapting, rather than abolishing, the tool of generalised cost, since the alternatives available seem even more flawed, in terms of being either arbitrary or inconsistent.
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    Notes: Abstract Traveler attitudes and behavior have been shown to correlate in numerous previous studies. However, the correlation by itself leaves open the nature of the interrelationships between traveler attitudes and behavior. For example, attitudes could either cause or be caused by behavior. In fact, both options are concurrently possible. Structural equations are applied to a set of data gathered from Los Angeles central business district workers to ascertain the direction and nature of interrelationships between attitudes and behavior with respect to frequency of taking the bus to work. A mutual dependence between attitudes and behavior is demonstrated in the context of this dataset and behavioral choice situation; behavior and attitudes concurrently cause each other. In addition, it is found that two attitudinal components, perceptions of and affect toward a mode, function differently with respect to travel behavior.
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    Transportation 7 (1978), S. 381-401 
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    Notes: Abstract It is important to specify accurately the dollar value assigned to time savings, since up to eighty percent of the benefits estimated to accrue from improvements in transportation systems are associated with savings in travel time. In this paper the economic theory of consumer choice is utilized to structure a model that is used to estimate how Value of Time (VOT) measures vary with community-related variables. Parameters for this theoretical model are empirically estimated using data from transportation surveys conducted in Ithaca and Syracuse, New York and Amherst, Massachusetts. The results confirm the validity of the theoretical model and suggest that leisure time, travel cost, and household income level, as well as community population, are important determinants of the marginal value of time. These models are particularly suited for transferring data results obtained in one community to another, thereby saving survey costs, since the resulting VOT estimates are based solely on underlying socio-economic variables and community characteristics that are known for most localities. The methodology is also useful for estimating different VDT's for particular population subgroups, like the elderly, which may be the focus of a particular transportation project.
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    Transportation 7 (1978), S. 403-415 
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    Notes: Abstract The perception that drivers have of car operating costs is an important factor in determining modal split characteristics. Theoretical figures derived from discriminant analysis models suggest that drivers perceive only petrol costs, but this has not been cor roborated by detailed surveys. This report examines in detail perceived and actual journey to work petrol costs of a sample of London commuters. The perception is also examined of related factors, such as petrol consumption and distance, in an attempt to throw some light on the perception mechanism itself.
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    Transportation 7 (1978), S. 243-248 
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    Transportation 7 (1978), S. 259-260 
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    Transportation 7 (1978), S. 249-257 
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    Transportation 7 (1978), S. 296-296 
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    Transportation 7 (1978), S. 261-280 
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    Notes: Abstract Over the last ten years the concept of generalised cost has been gaining an increasing hold in both the theory and practice of transport planning, particularly in Britain and Australia; and in some circles it is now even beginning to be treated with awe as a major break-through with far reaching implications over a much broader area of economic analysis and public sector decision making. This article challenges the current orthodoxy, and suggests that the approach suffers from a number of major theoretical and practical weaknesses: principally that it gives an inaccurate and misleading representation of the interaction between variables relevant to a decision problem, providing little confidence that it can be of much use as a predictive tool; that it has no justification in theories of consumer behaviour, contrary to what is often supposed; and that there are considerable confusions set up by the British Government's recommended approach to evaluation and to the choice of measuring units. Most of these faults stem from falling into "index number traps" which involve reading into indices extra properties which they were not given when constructed, and which are often inconsistent with the basic principles on which they were designed. Five of these traps are discussed: the generalised cost index itself, together with the associated indices of elasticity, utility, time value and consumers' surplus. Suggestions are made not only about the kind of procedures that should replace the inappropriate generalised cost methodology, but also about how the current British practice should in any event be modified so as to eliminate as many as possible of its deficiencies.
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    Transportation 7 (1978), S. 301-309 
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    Notes: Abstract Standard network data are generally used in estimation of mode choice models. These data are inaccurate in several ways, but the cost of correcting the inaccuracies is great. This paper analyzes the effects which correcting some of the inaccuracies in the standard network data has on the estimated parameters of mode choice models. Models are estimated on the standard network data and on data which have been adjusted so as to correct the problems in the standard network data. It is found that, for analysis of policies affecting transfer wait times or distances to bus stops, correction of the standard network data is advisable. For other policy analyses, however, it seems that the extra expense of correcting the standard data is unnecessary.
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    Transportation 7 (1978), S. 347-350 
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    Transportation 7 (1978), S. 365-379 
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    Notes: Abstract Transit performance can be evaluated through quantitative indicators. As the provision of efficient and effective transit service are appropriate goals to be encouraged by federal and state governments, these goals are used to develop performance indicators. Three efficiency and four effectiveness indicators are described, together with two overall indicators. These nine indicators are analyzed for comparability utilizing operating and financial data collected from public transit agencies in California. Performance indicators selected for this study should not be viewed as final. Twenty-one performance indicators proposed by previous studies were reviewed. Theoretical considerations and unavailability or unreliability of data caused omission of several useful measures like passenger-miles. Circumstances such as improved data, emphasis upon goals other than efficiency and effectiveness, and local conditions might warrant the inclusion of indicators deleted from this research.
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    Transportation 7 (1978), S. 423-426 
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    Transportation 7 (1978), S. 417-422 
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    Transportation 7 (1978), S. 427-431 
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    Transportation 7 (1978), S. 333-336 
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    Transportation 7 (1978), S. 337-345 
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    Notes: Abstract Three problems of great importance to urban travel demand modeling using multinominal logit models are examined in this paper. They are (1) the effect of data outliers on model coefficients; (2) the effect of model specification on coefficients and model explanatory power; and (3) the transferability of model coefficients within the region, between regions, and in time. Four data sets are used in the study. They are: Washington, D.C., Minneapolis-St. Paul, and two data sets from the San Francisco Bay Area, Pre-BART and Post-BART. The data are standard home-interview survey data appended with network supplied modal travel cost and time information. The findings of the research are occasionally contradictory; the majority of the evidence supports the following conclusions. The “outliers” do not have a statistically significant effect (at 0.05 level) on the coefficients; however, the outliers can have a substantial effect on the point estimates of some of the coefficients. Model specification has an impact on model coefficients and model explanatory power. In particular, the definition of out-of-vehicle travel time appears to be important and, if available, the use of separate walk and wait times is preferred over their sum, the out-of-vehicle time. Finally, the model coefficients do not appear transferable within region, between regions, or in time.
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    Rock mechanics and rock engineering 10 (1978), S. 176-176 
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    Rock mechanics and rock engineering 10 (1978), S. 151-164 
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    Description / Table of Contents: Zusammenfassung Grundlegende ingenieurgeologische und mineralogische Eigenschaften des verwitterten Schiefers von Athen Das Objekt dieser Publikation ist ein Studium der Proben des verwitterten Athenischen Schiefers (im Laboratorium). Gestörte Proben wurden auf Fundamentebene an neun Baustellen im Zentrum von Athen entnommen. Diese Proben wurden chemisch und mineralogisch untersucht, und außerdem auf ihre geotechnischen Eigenschaften untersucht. Die Testergebnisse haben es ermöglicht, Zusammenhänge zwischen Mineralogie und Scherfestigkeit des Athenischen Schiefers für getrocknete Proben von verschiedener Korngröße aufzuzeigen.
    Abstract: Résumé Etude Géotechnique et Minéralogique de Schiste Athénien altéré Le présent exposé concerne les résultats d'une étude de laboratoire, faite sur neuf échantillons de schiste Athénien, altéré qui ont été assemblés d'un plan de fondation de différentes oeuvres techniques à Athènes. Ces échantillons ont subi un traitement chimique et une étude minéralogique approfondie, ainsi que des test de laboratoire dans le but de définir les propriétés géotechniques de base. Les résultats ont montré une corrélation entre la composition minéralogique et la résistance au cisaillement drainé pour des agrégats de différentes grosseurs de grain.
    Notes: Summary Basic Geotechnical and Mineralogical Properties of the Weathered Athenian Schist This paper is concerned with a laboratory study carried out on samples of weathered Athenian Schists. Disturbed samples collected from the foundation base level in nine working sites located in the central area of Athens. These samples were chemically and mineralogically analysed and subjected to laboratory tests to determine their basic geotechnical properties. Test results allowed for a correlation between mineralogy and drained shear strength for aggregates of various particle size.
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    Rock mechanics and rock engineering 10 (1978), S. 177-179 
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    Rock mechanics and rock engineering 11 (1978), S. 130-131 
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    Rock mechanics and rock engineering 11 (1978), S. 107-121 
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    Description / Table of Contents: Summary Construction of a Subway Station With Low Cover A 600 m long lot of the “Stadtbahn Bochum” has been constructed by tunnelling in 1975 to 1976. A subway station as well as a one-rail- and a two-rail-tube had to be built. The height of the cover was between 8 and 3 m; the tunnel is laying either under roads or under buildings. The underground consists of marls with very different strength and of sandy silts and gravels with little cohesion. In some areas old building foundations and bomb ruins had to be passed. Tunnelling was executed according to the principles of the “New Austrian Tunnelling Method” and was controlled by an extensive measuring programme. Nowhere damages of the buildings occurred. The surface subsidences generally were measured in a magnitude of about 20 mm. Special attention should be drawn to the method applied for the first time to construct an underground station. The excavation of the whole cross-section is executed by tunnelling of two parallel tubes overlapping one the other in the middle. A central concrete wall is constructed in the first tube before driving the second tube. The sequence of operation and the necessary construction measures as well as the measurements on the surface and in the underground are described and discussed.
    Abstract: Résumé Creusement foré d'une station souterraine sous une couverture mince Un lot d'adjudication de 600 m de la métro de Bochum a été creusé par forage pendant 1975 et 1976. Une station souterraine et des tubes à voie unique et à double voie ont été à construire. La couverture a eu une épaisseur de 8 à 3 m, le rayon total du tunnel étant situé ou sous des rues ou sous des bâtiments. Le sous-sol consiste en marne de résistance très différente et en silt et gravier de cohésion minime et de sable fin. Partiellement aussi des restes de fondations de bâtiments anciens et de décombres de bombes ont été trouvés pendant les travaux, qui ont été exécutés d'après les principes de la méthode autrichienne de construction de tunnels. Un programme large de mesurages a contrôlé les travaux. En aucun lieu on a trouvé des dommages de bâtiments. En général les tassements étaient dans une étendue de 20 mm. Une considération particulière doit être attribuer à cette méthode pour la construction de stations souterraines, là employée pour la première fois. Deux tubes parallèles ont été creusés l'un après l'autre, se coupant dans la zone de culée, les charges des culées étant absorbées par un mur central commun. Le déroulement des travaux, les mesures de construction nécessaire pour cela et les mesurages exécutés à ciel ouvert et souterrain, sont décrits et discutés.
    Notes: Zusammenfassung Bergmännische Auffahrung eines U-Bahnhofes unter geringer Überdeckung Ein 600 m langes Baulos der Stadtbahn Bochum wurde in den Jahren 1975 und 1976 bergmännisch aufgefahren. Dabei waren ein unterirdischer Bahnhof sowie eingleisige und zweigleisige Streckenröhren herzustellen. Die Höhe der Überdeckung betrug 8 bis 3 m, wobei der gesamte Tunnelbereich entweder unter Straßen oder unter Gebäuden liegt. Der Untergrund besteht aus Mergeln stark unterschiedlicher Festigkeit und aus kohäsionsarmen, feinsandigen Schluffen und Kiesen. Teilweise wurden bei den Tunnelarbeiten auch alte Fundamentreste und Bombenschutt angetroffen. Die Tunnelarbeiten erfolgten entsprechend den Grundsätzen der Neuen Österreichischen Tunnelbauweise und wurden durch ein umfangreiches Meßprogramm kontrolliert. An keiner Stelle sind Beschädigungen an Gebäuden aufgetreten. Die Setzungen lagen im allgemeinen in Größenordnungen um 20 mm. Besondere Beachtung verdient die erstmals zur Anwendung gekommene Bauweise für die Erstellung unterirdischer Bahnhöfe. Dabei werden zwei zueinander parallel verlaufende Röhren nacheinander aufgefahren, die sich im Kämpferbereich schneiden, wobei die Kämpferlasten durch eine gemeinsame Mittelwand aufgenommen werden. Der hierfür notwendige Bauablauf und die erforderlichen Baumaßnahmen sowie die durchgeführten Messungen über und unter Tage werden beschrieben und diskutiert.
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    Rock mechanics and rock engineering 11 (1978), S. 132-132 
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    Rock mechanics and rock engineering 10 (1978), S. 113-123 
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    Description / Table of Contents: Summary Statistical Investigation of Slope Forms in the Al(1) Clay of the Fränkische Alb The simple concave shape of slopes in clay is often slightly deformed. The deformations are statistically examined with the aim of finding indications for the cause of the deformation. The results of the investigation suggest the following concept: the clay is squeezed out of the slope by the weight of the body of rock above it; the process is slightly influenced by a factor which depends on direction and geographical situation — probably the bedding dip. Faults disturb the process significantly, and it may occasionally be concealed in places of agricultural acreage.
    Abstract: Résumé Recherche statistique des formes des versants dans l'argile al(1) de la Fränkische Alb La simple forme concave des versants d'argile est souvent légèrement déformée. Les recherches statistiques de l'auteur sur ces déformations sont faites avec le but de trouver des indications concernant les causes des déformations. Les résultats de la recherche suggèrent le concept suivant: l'argile est pressée hors du versant par le poids du corps de roche qui pèse sur l'argile. Le processus est un peu influencé par un facteur dépendant de la direction et de la situation géographique — probablement la position des couches; le processus est perturbé d'une manière remarquable par des failles et par fois il peut-être rendu méconnaissable par l'agriculture.
    Notes: Zusammenfassung Statistische Untersuchung der Hangformen im Opalinuston der Fränkischen Alb Die einfache, konkave Hangform der Tonhänge ist oft leicht deformiert. Es wird eine statistische Untersuchung dieser Deformationen mit dem Ziel durchgeführt, Hinweise auf die Ursachen der Deformation zu erhalten. Die Ergebnisse der Untersuchung legen folgende Vorstellung nahe: der Ton wird am Hang durch das Gewicht des auf ihm lastenden Gesteinskörpers ausgequetscht; der Vorgang ist etwas von einem orts- und richtungsabhängigen Faktor — wahrscheinlich der Schichtlagerung — beeinflußt; er wird durch Verwerfungen auffallend gestört und kann gelegentlich durch landwirtschaftliche Nutzung des Hanges unkenntlich werden.
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    Rock mechanics and rock engineering 10 (1978), S. 125-137 
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    Description / Table of Contents: Zusammenfassung Bruchform in anisotropem Gestein In einer Serie von Arbeiten wurde gezeigt, daß der Bruch von sprödem Material zu dem auch Stein gehört, unter Einfluß eines global kompressiven Spannungsfeldes eine Beschädigung im Mikrobereich aufweist. Es gibt bisher quantitative Beschreibungen dieser Erscheinung für isotrope Materialien. In der vorliegenden Arbeit wird die Theorie auf spröde Materialien, die anisotropes Bruchverhalten zufolge vorhandener Risse zeigen, erweitert. Berechnungen werden für drei Richtungen von vorhandenen Rissen durchgeführt und mit einigen vorhandenen theoretischen und experimentellen verglichen. Mittels vieler Ansätze wurde eine neue Bruchform, die im isotropen Fall nicht vorkommt, vorausgesagt.
    Abstract: Résumé Formation des copeaux pour le cas anisotrope Dans une série d'articles antérieurs on a montré que la fracture des matériaux fragiles — tels que la roche sujette à un champ d'effort globalement compressif — est accompagnée de la formation des régions de microendommagement. Des descriptions quantitatives de ce région, existent pour les matériaux isotropes. Ici la théorie est étendue aux matériaux fragiles qui exhibent un comportement anisotrope de la fracture par suite d'une distribution préferée des imperfections avant la fracture. Les résultats sont calculés pour trois orientations d'une distribution donnée des imperfections, et sont comparés avec des résultats actuels théoriques et expérimentaux pour le cas isotrope. On prédit une nouvelle type de la formation des copeaux — pas trouvée dans le cas isotrope — que mise en jeu les sites multiples d'initiation.
    Notes: Summary Chip Formation in Anisotropic Rock In a series of previous papers it was shown that the fracture of brittle materials such as rock subjected to a globally compressive stress field is accompanied by the formation of microdamage regions. Quantitative descriptions of these regions exist for isotropic materials. In the present paper the theory is extended to brittle materials which exhibit anisotropic fracture behavior due to the presence of a preferred prefracture flaw distribution. Results are computed for three orientations of a given flaw distribution and compared with some existing theoretical and experimental isotropic results. A new type of chip formation, not found in the isotropic case, involving multiple initiation sites, is predicted.
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    Rock mechanics and rock engineering 10 (1978), S. 165-175 
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    Description / Table of Contents: Summary The Model Analysis for Rock Dynamics All decisions in respect to the economy and to the safety of underground excavations depend essentially on the exactitude of the quantified classification of the different rocks, that are to be perforated. An analytical approach is dubious in reference to the complexity of all the parameters influencing the rock pressure and the dynamic behaviour of stresses and strains in rocks. The reliability of quantified rock class prognostics may be optimized with model tests in situ. The model scale is shown for the stand-up-time and for support forces. The ratio between the forces within the model to the forces in the prototype ϰ is the same as the ratio of the linear dimensionsλ of the model and of the prototype, and is also dependend on the deformation rate. The stand-up timet S is proportionally related to the period of relaxationT. A description of the entire mode of explorations and measurements within the model test is dealt with.
    Abstract: Résumé Le calcul analogique dans la dynamique des rochers Les décisions concernant la rentabilité et la sécurité des tunnels dépendent en substance du prognostic sur des classes du rocher perforé. La multitude des paramètres qui influencent la poussée du rocher et le comportement dynamique de la stabilité d'une excavation souterraine exigent un approchement prudent et plein de réserves à une solution analytique. La sûreté du prognostic d'un classement des rochers est garantie d'être un optimum en utilisant des essais analogues in situ. La règle de l'analogie est déduite pour la période de stabilité sans appui et pour la limite de charge des moyens de soutien. En outre une description des recherches nécessaires in situ et dans le laboratoire est donnée. La relation des forces mésurées dans le modèle aux forces dans l'excavation definitive ϰ est la même que pour les dimensions linéairesλ entre modèle et prototype, et elle dépend encore de la vitesse de la déformation. La durée de la période de stabilité sans appuit S dépend de la période de la relaxationT.
    Notes: Zusammenfassung Die felsdynamische Modellähnlichkeit Die Entscheidungen über die Wirtrchaftlichkeit und die Sicherheit von Untertagebauten hängen wesentlich von der zutreffenden Prognose der Gebirgsgüteklassen ab. Wegen der Vielfalt von Einflußgrößen des Gebirgsdruckes und der Zeitabhängigkeit der Standfestigkeit stößt eine analytische Vordimensionierung auf grundsätzliche Vorbehalte. Die Zuverlässigkeit der Prognosen der Gebirgsgüteklassen kann mittels Modellversuchen in situ optimal sichergestellt werden. Das Modellgesetz für die Standzeiten und für die Ähnlichkeitsregel der Kräfte wird abgeleitet und es wird angegeben, welche Beobachtungen in situ und im Labor anzustellen sind. Das Verhältnis der Kräfte im Modell zu den Kräften der Großausführung ϰ ist proportional dem Verhältnisλ der linearen Abmessungen des Modells zur Großausführung und abhängig von den jeweiligen Formänderungsgeschwindigkeiten. Die Standzeitt S ist proportional der RelaxationszeitT.
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    Rock mechanics and rock engineering 10 (1978), S. 181-186 
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    Description / Table of Contents: Zusammenfassung Eine statistische Interpretation von Meβwerten zufolge künstlicher Erschütterungen in Steinkohlebergwerken Zur Bewertung des Zustandes der in den Steinkohlengruben bestehenden Bedrohung durch Gebirgsschläge auf der Basis der mikroseismologischen Messungen können zwei unterschiedliche statistische Modelle je nach der Struktur der Meßwerte ausgenützt werden. Die auf bestimmte Region eingeschränkten Messungen, welche im allgemeinen mit Erschütterungen von großem Energieaufwand verbunden sind, können wohl mit Anwendung von derartigen statistischen Modellen bearbeitet werden, die den in der allgemeinen Seismologie üblichen analog erscheinen. Zur Bearbeitung der Meßwerte, die im Zusammenhang mit einem einzigen Arbeitsstand stehen und mit niedrigeren Erschütterungsenergien verbunden sind, soll man das lokale statistische Modell benutzen. Man hat bewiesen, daß dank eines solchen Modelles sich die Spannungen so bewerten lassen, daß eine gefahrlose Anwendung möglich wird.
    Abstract: Résumé Interprétation statistique des séries de chocs dans les mines de houille Pour l'évaluation de l'état de danger de chocs dans les mines, en se basant sur les mesures microsismologiques, on peut employer deux différents modèles statistiques en dépendance de la structure des données de mesure. Les mesures régionales, qui sont en général liées avec les chocs à grandes énergies peuvent être élaborées à l'aide des modèles statistiques analogues à ceux appliqués en sismologie générale. Pourtant, pour l'élaboration des données de mesure liées un chantier de fond et liées avec les basses énergies des chocs il faut appliquer le modèle statistique local. On a démontré que, grâce à un tel modèle on peut évaluer l'état de tension qui conditionne la sécurité de l'exploitation.
    Notes: Summary Statistical Interpretation of Shock Series in Mining Depending on structure of measured data the two different statistical patterns may be employed for estimation of impending bumps in mines using microseismologic measurements. The regional measurements which usually are associated with high energy shocks, may be elaborated by means of statistical patterns, being analogous to those used in general seismology. However, when working out measured data taken from single excavation and originated from low energy shocks the local statistical pattern should be employed. It has been proved that such a model enables the stress rate to be estimated exactly enough to carry safe exploitation.
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    Rock mechanics and rock engineering 10 (1978), S. 139-150 
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    Description / Table of Contents: Summary The Rock Dynamics in Classifying of Tunnelling Works Within the paper it is proven that the analytical approach to the problems of strains and stresses around an underground excavation is exclusively valid only within the elastic behaviour of rocks. In all other cases, that form by far the majority, it is fundamentally impracticable. In the moment of the installation of a strain gauge or of an extensometer the process of weakening of the rock begins and continuates in dependence of the heading velocity in excavating the cavern for the housing of the instrument, from this moment, only the time-dependend circumstances around an excavation may be measured but never those of the undisturbed rock. Thus it is not only impossible to ascertain the manner of loading but it is also impossible to introduce certain strength parameters into the stability analysis, because the mechanical properties of rocks depend on their deformation velocity and on their incalculable three-dimensional strain-stress state. It is also principally impossible to evaluate by an analytical computation the means of support because the rock behaviour is influenced by the Hysteresis within the region of the tunnel lining, where anchors, bolts, meshes and shotcrete are installed. The strength parameters of rocks are never constant values but they are quantified descriptions of time dependend conditions. They are influenced by the velocity of deformation, by their confining pressures, by temperature, their proper humidity, the vapour pressure of the air within the laboratory and especially by the technology of the test performance and of the testing machines, although they may be influenced. As the initial state of strains and stresses that exists within an untouched rock mass is principally unrecognisable and as the properties of the rock are ambiguous three-dimensional and time dependend, any analytical calculation of strains, stresses and means of support leads invariably to a self-delusion. Therefore only phenomenologically based methods of calculation may find out the standing time, the security coefficient of stability and a proper classification of rocks in tunnelling works. A combination of laboratory tests on hollow cylinders of rock samples, taken from the mountain surface along the tunnel axis and out from stratae that will probably be encountered during tunnelling operations, and in a sufficient number, should be tested under variable confining pressure relations, under several strain rates, in order to find out the shear strengths and compressive strengths. These laboratory tests should find out the loss of strength in relation to the strain rate and to the confining pressure of the rock samples. The modelsimilarity of the rock in situ should be found out by tests within test borings, galleries, and within the tunnel, by measuring the strain-rates of the tunnel lining in radial direction and the synchronous, time dependend pressures in axial, tangential and radial direction. In order to find out the general model-similarity function, the author recommends further laboratory tests on rock samples which show a plastic behaviour, because there must be a strong relation between the stability of a rockS, being under a confining pressureq, and between the strain ratesε′ andw′, developed by the author, which is principally in accordance to the theory of Prandtl on the kinetic behaviour of solid materials: $$S = (S_0 + q \cdot \Delta S/\Delta q) \cdot (1 - \log \varepsilon '/\log w')$$ and $$P_2 - P_1 = const.\log c_2 /\log c_1 .$$
    Abstract: Résumé Classification par la dynamique des rochers d'un tunnel Il est démontré que le calcul analytique des contraintes et des déformations autour d'une cavité souterraine d'un rocher est exclusivement possible autant que les contraintes seraient sous la limite d'élasticité. Dans touts les autres cas, qui feront la grande majorité, ce calcul analytique est exclus par principe. A partir de l'installation des extensiomètres et des cellules manométriques la décompression du rocher commence toute suite et se continue en stricte relation à la vélocité d'attaque des travaux de perforation. Ainsi on mésure les circonstances dynamiques autour d'une cavité, mais jamais il ne serait possible de constater les déformations ou les contraintes dans la montagne virgine. Pour une analyse il n'y pas les données de la charge réelle, il manque aussi les données quantifiées de la qualité du rocher, puisqu'elles dépendent de sa vélocité de décompression et de son tenseur des contraintes. Le calcul analytique pour un dimensionnement des moyens de soutien est de même inapplicable, quand les contraintes dépassent la limite d'élasticité, puisque le rocher est atteint par la hystérésis aux endroits de l'application des charges du soutien, où il a parcouru une phase de décompression et du gonflement. Les propriétés mécaniques des rochers ne sont pas des valeurs absolues mais elles sont des états temporaires quantifiés. Elles dépendent de la vélocité de déformation et de la compression latérale, et aussi de la température, de leur humidité et de la pression de la vapeur dans l'aire du laboratoire. Les circonstances technologiques de l'examen de matériel et des appareilles influencent aussi les résultats bienqu'étant réglables. Chaque calcul analytique des contraintes, des déformations et des forces de support du soutènement mène à une illusion que l'on se fait à soi même par l'impossibilité de principe de découvrir les contraintes et les déformations dans le rocher non perforé et à cause de l'ambiguité du tenseur tridimensional et dynamique. Par des raisons mentionnées auparavant, seulement un calcul phénoménologique peut relever la durée de la période de stabilité sans soutien de la cavité, son coefficient de sûreté et un classement réaliste des rochers. L'auteur propose d'exécuter une série des recherches de laboratoire pour trouver les valeurs différentes de la résistance à la compression et au cisaillement en utilisant des échantillons de cylindres creux en rocher, enlevées à la surface de la montagne tunnellée, dans l'axe de la cavité future en quantités suffisantes et de toutes sortes de rochers que le prognostique prévoit de rencontrer pendant les travaux de perforation. Les essais seraient à exécuter par variations de la vélocité de la déformation et par variations des contraintes latérales. Ces essais délivront des données concernant la diminuation de la résistance en conséquence de la vélocité de la déformation et l'augmentation de la résistance par conséquence des pressions latérales. Pour découvrir le comportement analogue des rochers en site, des recherches seraient exécutées dans des forages, dans des galéries d'exploration et dans le tunnel lui même; ici on observerait la vélocité de la déformation de la cavité dans le sens radiale et on constaterait l'influence des contraintes de compression axiles, radiales et tangentiales. Pour découvrir la loi de l'analogie de modèle l'auteur propose d'exécuter des essais de laboratoire supplémentaires en utilisant des rochers de différentes qualitées, surtout de ceux, qui montrent une déformation plastique. Il a trouvé que la stabilitéS d'un rocher qui subit la compression latéraleq et s'est déformé avec les vélocités de déformationε′ etw′, d'après des essais de laboratoire, était en bonne accordance avec les recherches théoriques de Prandtl concernant le comportement cinétique du matériau solide: $$\begin{gathered} S = (S_0 + q \cdot \Delta S/\Delta q) \cdot (1 - \log \varepsilon '/\log w') \hfill \\ P_2 - P_1 = const.\log c_2 /\log c_1 \hfill \\ \end{gathered} $$
    Notes: Zusammenfassung Die felsdynamische Klassierung des Gebirges in Untertagebauten Es wird nachgewiesen, daß die analytische Berechnung der Spannungen und Verformungen um einen Hohlraum nur im Elastizitätsbereich möglich ist, in allen übrigen, weitaus die Mehrheit bildenden Fällen aber prinzipiell unmöglich ist. Mit der Einbringung eines Spannungs- oder Verformungsmeßgerätes setzt die Entfestigung des Gebirges als Funktion der Vortriebsgeschwindigkeit der Meßraumaushöhlung sofort ein, so daß von dann an nur mehr die zeitlich veränderlichen Verhältnisse um einen Hohlraum, aber nie diejenige im unverritzten Gebirge, feststellbar sind. Nicht nur die Belastungsannahmen sind unerfaßbar, sondern auch die Festigkeitswerte des Gebirges, da diese von seiner Formänderungsgeschwindigkeit und seinem unberechenbaren raumzeitlichen Spannungszustand abhängen. Die Bemessung der Sicherheits- und Stützmittel ist auf analytischem Wege bei Gebirgsbeanspruchungen oberhalb der Elastizitätsgrenze gleichfalls unmöglich, da im Stützbereich Hysteresis eintritt. Die Festigkeitseigenschaften der Gesteine sind keine Festwerte, sondern Zustände. Sie hängen von der Formänderungsgeschwindigkeit und den querdehnungsbehindernden Seitenpressungen der Probekörper, ferner von der Temperatur, der Eigenfeuchtigkeit und dem Dampfdruck sowie von den an sich beherrschbaren technologischen Bedingungen des Prüfvorganges und der Prüfmaschine ab. Wegen der prinzipiellen Nichterkennbarkeit der Eigenspannungen im unverritzten Gebirge und der raumzeitlichen Vieldeutigkeit der Materialeigenschaften ist jede analytische Berechnung von Spannungen, Dehnungen und Stützmitteln eine Selbsttäuschung. Aus diesen Gründen führen nur phänomenologische Meß- und Berechnungsverfahren zur Ermittlung der Standzeit, der Standsicherheit und zur Klassierung der Gebirgseigenschaften. Als solche wird eine Kombination von Laboruntersuchungen an hohlzylindrischen Gesteinsproben vorgeschlagen, die in ausreichender Anzahl übertag aus den in der Hohlraumtrasse zu erwartenden Gebirgsarten entnommen werden und mit variablen Formänderungsgeschwindigkeiten und variierten Verhältnissen der querdehnungsbehindernden Seitenpressungen auf Abscheren und auf Druck untersucht werden. Diese Untersuchungen liefern Aussagen über die Entfestigung in Abhängigkeit von der Formänderungsgeschwindigkeit und die Verfestigung in Abhängigkeit von der querdehnungsbehindernden Seitenpressung des Gesteins. Das modellähnliche Verhalten des Gebirges wird in Probebohrungen, Probestollen und der Großausführung untersucht, wobei die Formänderungsgeschwindigkeiten der Hohlraumränder in radialer Richtung in Bezeihung zu den zeitlich veränderlichen Drücken in axialer, radialer und tangentialer Richtung zu bringen sind. Zur Ableitung der Ähnlichkeitsfunktion schlägt der Verfasser weitere Laborversuche an Gesteinsproben mit plastischem Verhalten vor, da eine Beziehung zwischen der StandfestigkeitS am Gestein unter der Seitenpressungq und den Formänderungsgeschwindigkeitenε′ sowiew′, aus Laborversuchen, vom Verfasser festgestellt wurde, welche mit den Voraussagen von Prandtl in seiner kinetischen Theorie der festen Körper prinzipiell übereinstimmt: $$\begin{gathered} S = (S_0 + q \cdot \Delta S/\Delta q) \cdot (1 - \log \varepsilon '/\log w') \hfill \\ P_2 = P_1 = (\log c_2 /\log c_1 ) \cdot const. \hfill \\ \end{gathered} $$
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    Rock mechanics and rock engineering 11 (1978), S. 68-68 
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    Rock mechanics and rock engineering 11 (1978), S. 19-28 
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    Description / Table of Contents: Zusammenfassung Messen des Mittelwertes der Porengeschwindigkeit für Wasser bei Durchströmung einer Gesteinsprobe. Der Artikel beschreibt eine Methode zur Messung der modifizierten Permeabilität, die sich von dem Mittelwert der Porengeschwindigkeit herleitet an Stelle vom Mittelwert der Filtergeschwindigkeit. Bei vielen Applikationen, zum Beispiel bei Erosion mittels Hochgeschwindigkeitswasserstrahl, ist die modifizierte Permeabilität von Interesse. Das Prinzip der Methode besteht darin, daß eine kleine Ionenmenge bei einem Zeitpunkt dem durch eine Gesteinsprobe passierenden Wasser zugeführt wird, bei gleichzeitigem Registrieren des elektrischen Stromes in Richtung des Druckgradienten. Das aufgezeichnete Signal des Stromes zeigt ein steiles Zunehmen nach einer gewissen Zeit. Diese Zeit ermöglicht es, den Mittelwert der Porengeschwindigkeit zu berechnen. Experimente sind mit drei schwedischen Gesteinen durchgeführt worden: Lemunda-Sandstein, Bohus-Granit und Stockholm-Granit. Das Resultat zeigt, daß die Permeabilität des Granits wesentlich geringer ist als die des Sandsteins.
    Abstract: Résumé Mesurage de la valeur moyenne de la vitesse de pore pour de l'eau qui traverse un échantillon de minerai. Cet article décrit une méthode pour mesurer la perméabilité modifiée, référant à la valeur moyenne de la vitesse de pore au lieu de la vitesse de filtre. Dans beaucoup d'applications comme par exemple dans l'érosion de roche avec un jet d'eau de grande vitesse, la perméabilité modifiée nous intéresse. Le principe de la méthode est d'introduire un petit nombre d'ions à un certain moment dans l'eau qui traverse un échantillon de roche et d'enregistrer le courant électrique dependant d'un voltage dans le sens du gradient de la pression. Après quelque temps l'enregistrement du courant montre alors un accroissement assez éscarpé. Ce temps nous donne la possibilité de calculer la valeur moyenne de la vitesse de pore. Les expériences sont faites avec trois roches suèdoises, le grès de Lemunda, le granit de Bohus, et le granit de Stockholm. Les résultats montrent que la perméabilité des granits est beaucoup moins grande que celle du grès.
    Notes: Summary Measurement of the Average Pore Velocity of Water Flowing Through a Rock Specimen. This paper describes a method to measure the modified permeability referring to the average pore velocity instead of the filter velocity. In many applications like for instance in erosion of rock with a high speed water jet the modified permeability is of interest. The principle of the method is to introduce a small amount of ions at a certain time in the water passing through a rock specimen and record the electric current due to a voltage in the direction of the pressure gradient. The record of the current will then show a rather steep increase after a defined time. This time makes it possible to calculate the average pore velocity. Experiments have been performed with three Swedish rocks, Lemunda sandstone, Bohus granite and Stockholm granite. The results show that the permeability of the granites is much less than that of the sandstone.
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    Materials and structures 11 (1978), S. 457-475 
    ISSN: 1359-5997
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    Materials and structures 11 (1978), S. 383-383 
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    Materials and structures 11 (1978), S. 387-399 
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    Description / Table of Contents: Résumé Cet article rend compte de l'observation du comportement de deux des docks les plus importants du monde, les docks Setenave, ainsi que des techniques expérimentales mises au point par le LNEC pour l'observation de ce type de structure. Cette étude a été considérée comme étant d'une importance fondamentale non seulement pour vérifler les conditions de sécurité du comportement structurel des docks mais aussi pour le progrès des méthodes de conception de ce type de structure, particulièrement en ce qui concerne l'interaction entre le sol, les piliers et les dalles de fondation. En correspondance avec ce programme d'observation, on a pu estimer le comportement des docks immergés dans les conditions suivantes: au cours de l'élévation du niveau de l'eau souterraine qui avait été abaissé pour la construction des docks; au cours des opérations de remplissage et de vidage successives des docks pour la réparation des navires; également au cours du remplissage simultané des deux docks jusqu'au niveau+4.2 m au-dessus du sol pour le lancement d'un navire dans le dock de construction.
    Notes: Abstract This paper describes the observation of the structural behaviour of two of the largest docks in the world, the Setenave docks, as well as the experimental techniques developed by LNEC for observing this type of structures. This work was considered of fundamental importance not only for checking the safety conditions of the dock structural behaviour, but also for the progress of design methods of these structures, especially as concerns the interaction between soil, piles and bottom slabs. In accordance with the programme of observation, we had the opportunity to appreciate the behaviour of the sunk docks under the following conditions: during the elevation of the ground-water level, which had been lowered for the construction of the docks; during successive filling and emptying operations in docks for the repair of several ships; and also during the simultaneous flooding of the two docks up to the level +4.2 m above the land area for the launching of a ship constructed in the shipbuilding dock.
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    Materials and structures 11 (1978), S. 415-424 
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    Description / Table of Contents: Résumé Le modèle pratique de détermination du fluage et du retrait exposé dans les parties I et II de ce mémoire est à présent appliqué au fluage en ambiance sèche et à température constante. L'augmentation du fluage due au séchage est reliée au retrait. On donne les formules pour déterminer les paramètres des matériaux à partir de la résistance du béton et de la composition du mélange, et on les vérifie par des comparaisons nombreuses avec les résultats d'essai publiés.
    Notes: Abstract The practical model for predicting creep and shrinkage developed in Parts I and II is extended to creep at drying environment and constant temperature. The increase of creep due to drying is related to shrinkage. Formulas for determining material parameters from concrete strength and mix composition are presented and verified by extensive comparisons with test data from the literature.
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    Materials and structures 11 (1978), S. 445-452 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
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    Materials and structures 11 (1978), S. 435-443 
    ISSN: 1359-5997
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying
    Description / Table of Contents: Résumé On a étudié durant 60 jours en ambiance sèche et en ambiance humide les propriétés de résistance et de déformation en fonction du temps d'un béton additionné d'une résine acrylique. On s'est servi de mélanges de ciment Portland ordinaire dans la proportion pondérale 1:2:3 et le rapport au ciment a été ajusté afin d'obtenir une ouvrabilité constante convenable pour le contrôle et les additions aux mélanges. Les résultats indiquent qu'aux teneurs optimales en résine qui se situent dans l'intervalle de 25–35% en poids de ciment, les accroissements maximaux des résistances en compression et en flexion du mélange contrôlé sont respectivement de l'ordre de 100 et 200%. L'addition de polymères induit une augmentation notable de la déformation en début de fissuration de la matrice et sous contrainte ultime. On a enregistré un accroissement maximal allant jusqu'à 90% à la première fissure, et à 120% à contrainte ultime. L'addition de résine provoque aussi une augmentation notable de la contrainte de fissuration dans le béton. On a adapté au béton additionné de résine une expression usuelle qui définit la relation contrainte/déformation du béton ordinaire non armé.
    Notes: Abstract The time-dependence of strength and deformation properties of an Acrylic polymer modified concrete has been investigated up to 600 days under wet and dry curing conditions. Ordinary Portland Cement mixes of proportion 1:2:3 (by weight) were used and the water cement ratio was adjusted in order to achieve reasonably constant workability for the control and modified mixes. The results indicate that at the optimum polymer contents which lie in the range of 25–35% by weight of cement, maximum increases in the compressive and flexural strength, relative to the control mix, are of the order of 100 and 200% respectively. The addition of polymer leads to a marked increase in the strain at the onset of cracking in the matrix and at ultimate stress. Maximum increases of up to 90% at first crack and 120% at ultimate stress have been recorded. Polymer addition also causes a significant increase in concrete cracking stress. The validity of a standard expression defining the stress-strain relationship of plain concrete has been extended to polymer concrete.
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    The annals of regional science 12 (1978), S. 74-88 
    ISSN: 1432-0592
    Source: Springer Online Journal Archives 1860-2000
    Topics: Architecture, Civil Engineering, Surveying , Geography , Economics
    Notes: Abstract A common practice in spatial analysis is to represent the population of a spatial unit, such as a county or census tract, by a single point, and to use this point when measuring the distance between the population and other places such as service centers. In theoretical spatial systems, distance measurements obtained under this practice may differ from true distances by as much as eight percent, and the difference may be greater for real spatial systems. The presence and magnitude of these measurement errors have important implications for spatial analysis, and particularly for evaluating alternative facility location plans.
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