<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3AFcbyjc%2A" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. National Academy of Sciences. All rights reserved.</copyright><docs>http://blogs.law.harvard.edu/tech/rss</docs><managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor><webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster><image><title>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Section Idealization of Corrugated Thermoplastic Pipe in AASHTO Design</title><link>http://pubsindex.trb.org/view/1493176</link><description><![CDATA[The AASHTO Load and Resistance Factor Bridge Design Specifications (AASHTO LRFD) thermoplastic pipe design method requires corrugated pipe local buckling resistance to be determined based on corrugation effective area. The effective area may be determined through calculations or physical tests on sections of pipe. When determined through calculations, effective area is based on individual corrugation element (e.g., crest, valley, web) slenderness following methods published by the American Iron and Steel Institute (AISI) for cold-formed steel design. Cold-formed steel members are rolled from constant-thickness steel sheet and have cross-sections divided into elements by distinct corners. In contrast, corrugated thermoplastic pipe cross-sections have variable geometries with non-uniform thickness, elements without distinct corners defining their ends, and elements that may be rounded or have other beneficial features such as intermediate ribs or stiffeners. Applying the calculation method requires idealization of corrugation elements into flat plates of representative clear width and thickness. As corrugation geometries have evolved with the increased use of thermoplastic pipe, there has not been a thorough review of appropriate methods of idealization to ensure current geometries meet the intent of the design method. This paper reviews the existing AASHTO LRFD effective area calculation method, information from background documents upon which the AASHTO LRFD method was based (NCHRP reports 438 and 631), and relevant information from the AISI Specification for the Design of Cold-Formed Steel Structural Members; identifies important concepts for cross-section idealization; and provides recommendations for idealization of corrugation members with curves and intermediate stiffeners.]]></description><pubDate>Thu, 10 May 2018 09:21:55 GMT</pubDate><guid>http://pubsindex.trb.org/view/1493176</guid></item><item><title>NICKEL-COATED DOWEL PINS EXPOSED IN TIDAL ZONE HARBOR ISLAND , NORTH CAROLINA</title><link>http://pubsindex.trb.org/view/104448</link><description><![CDATA[RESULTS ARE REPORTED OF PULL-OUT TESTS OF PLAIN UNCOATED, HOT-ROLLED CARBON STEEL DOWELS AND HOT-ROLLED NICKEL-COATED STEEL DOWELS AFTER EXPOSURE IN THE TIDAL ZONE AT HARBOR ISLAND, N. C. HIGHWAY PERFORMANCE TESTS IN PROGRESS FOR 5 YEARS ARE DISCUSSED. FROM THESE TESTS ALL TYPES OF CORROSION RESISTANT DOWELS APPEAR TO BE FUNCTIONING PROPERLY AS NEARLY AS CAN BE DETERMINED FROM SEASONAL MEASUREMENTS OF JOINT OPENING AND CLOSING. THE TIDAL ZONE EXPOSURE AND ACCOMPANYING PULL-OUT DATA CONFIRM MITCHELLS CONCLUSION THAT A NICKEL-COATED DOWEL IS PROMISING. REFERENCES' THE PROBLEM OF LOAD TRANSFER DOWELS, R. G. MITCHELL, HRB BULL. 274, 57-69, 1960.]]></description><pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/104448</guid></item><item><title>GALVANIZED COLD-FORMED STEEL BRIDGES FOR LOW-VOLUME ROADS</title><link>http://pubsindex.trb.org/view/359036</link><description><![CDATA[Typical installations, design practices, a wheel load distribution factor study, structural component tests, and a review of galvanized steel performance data are described for a galvanized cold-formed steel bridge system designed for low-volume roads.  A number of these short-span bridges have been designed and built in Ecuador recently.  Box sections used as longitudinal girders were shown analytically to provide better lateral distribution of wheel loads on bridge plank decks than conventional wide-flange beams or I-girders.  Effective torsional stiffness of the box girders used in the study was determined from laboratory tests on two full-scale, 11.7-m-span, prototype box girders. One girder was spliced by a field welding procedure and the other by a bolted splice design.  Test results confirmed that strength and stiffness can be accurately predicted using state-of-the-art cold-formed steel design technology with some restrictions on geometry and welds.  Durability performance data and life-cycle costing analyses on galvanized steel bridges in the United States indicate that the subject bridge system offers a durable, maintenance-free, and economical system when site environmental conditions are suitable for galvanized coatings.]]></description><pubDate>Sat, 31 Aug 1991 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/359036</guid></item><item><title>EVALUATION OF OREGON'S FIRST PROJECT IN HOT-MIX ASPHALT RECYCLING</title><link>http://pubsindex.trb.org/view/146459</link><description><![CDATA[Pavement recycling has been suggested as a workable alternative to more conventional methods of pavement rehabilitation and a means of off-setting some of the problems that result from spiraling energy costs and shortages of raw materials.  The Woodburn asphalt recycling paving project, Oregon's first experience with using a hot-mix process in large-scale recycling of asphalt concrete, is discussed.  The project is described, overlay and mix designs are indicated, the construction program and the specific equipment used are reviewed, the program of materials sampling and testing and data collection is described, and test results are summarized.  Special emphasis is given to an investigation of possible changes in material properties through the construction process. A summary is presented of the factors that most affect the production of emissions.  Costs and fuel consumption are examined, and possible savings over a similar, conventional paving project are highlighted.  Specific recommendations are presented for the benefit of other agencies that are considering similar projects, and future research needs are outlined.  /Author/]]></description><pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/146459</guid></item><item><title>THEORY OF CORROSION AND PREVENTION OF PAINT FAILURES</title><link>http://pubsindex.trb.org/view/110410</link><description><![CDATA[THE FOLLOWING ARE DISCUSSED IN THIS PAPER: (1) SIMPLIFIED PRESENTATION OF THE THEORY OF CORROSION OF STRUCTURAL STEEL, OUTLINING THE ELECTRICAL NATURE OF CORROSION, THE ELECTROMOTIVE SERIES FOR METALS AND CAUSES OF DIFFERENCE IN POTENTIAL, GALVANIC CELLS AND THEIR ACTION, MILL SCALE (ITS COMPOSITION, STRUCTURE, WHY IT ACCELERATES CORROSION), AND MILL-SCALE LIFTING; (2) THE ACTION OF PAINT IN PREVENTING CORROSION BY INHIBITORS OF CORROSION, MECHANICAL BARRIERS, AND SACRIFICIAL ACTION OF PAINT PIGMENTS; AND (3) CAUSES AND PREVENTION OF PAINT FAILURES, THE TYPES THAT OCCUR IN PAINT FILMS ON STRUCTURAL STEEL, AND METHODS OF ELIMINATING SUCH FAILURES. /AUTHOR/]]></description><pubDate>Tue, 16 May 1972 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/110410</guid></item></channel></rss>