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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. 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>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Failure analysis of the floating pipeline with defect under flooding load</title>
      <link>https://trid.trb.org/View/1529988</link>
      <description><![CDATA[Crossing pipelines buried under the rivers will be easy to float in a flood. The impact of floods on the exposed pipes can cause significant bending deformation and even rupture. Furthermore, pipelines with defects are more prone to failure, resulting in serious environmental disasters. This paper is focused on the fracture failure of the floating pipe. A mechanical model of the free spanning pipeline in a flood including nonlinear interaction between the pipeline and soil was built. The distribution of stress and displacement of the floating pipeline was studied by nonlinear FE method. Dangerous sections of the floating pipeline were obtained. Pipelines contain defects because of corrosion and mechanical damage. The allowable critical dimension of the defect is proposed for the safety assessment of floating pipes with defects. Local finite element models of pipelines with defects were established under the combined effect of internal pressure, bending moments and axial force which can be obtained from the pipe-soil coupling mechanical model. Based on the method of plastic limit, Python was used to modify the dimensions of the volumetric defect to obtain the allowable critical dimension under the given condition by example of API X70  φ1016. This may provide more convenient reference for the safety assessment of pipelines with defects in practical engineering. The paper also analyzed the influence factors of pipeline stress and the critical dimension, such as the spanning length, crossing angle of pipeline, and the velocity of flood flow.]]></description>
      <pubDate>Mon, 13 Aug 2018 22:26:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1529988</guid>
    </item>
    <item>
      <title>Resistance of Reinforced Concrete Columns Subjected to Axial Force and Bending</title>
      <link>https://trid.trb.org/View/1414105</link>
      <description><![CDATA[The paper presents a method for determining the resistance of cross-sections of reinforced concrete (RC) columns subjected to the axial force and bending. It takes account of the effect of concrete softening in plastic range and the mean compressive strength of concrete (f sub cm). Such members are frequently encountered in engineering practice (pillars, bridges, viaducts). The stress-strain relationship for concrete in compression for short term uniaxial loading is assumed according to Eurocode 2 for nonlinear analysis. This stress-strain relation adequately represents the behaviour of the concrete by introducing four parameters. For reinforcing steel characterized by yield stress (f sub yk), linear-elastic model with hardening in plastic range is applied. In the derivation of the resistance of the cross-sections of columns under consideration the following assumptions are introduced: plane cross-sections remain plane; elasto-plastic stress/strain relationships for concrete and reinforcing steel are used; the tensile strength of concrete is ignored; and the ultimate strains for concrete and reinforcing steel are determined a priori. The resistance of the RC cross-section is reached when either ultimate compressive strain in concrete or ultimate tensile strain in steel is reached anywhere in that section. The analytical formulae for the resistance N sub Rm relating to the axial force and M sub Rm relating to the bending moment are derived by integrating the equilibrium equations of the cross-section, taking account of physical and geometrical relationships as well as the condition of the ultimate limit state. On the basis of a combinatorial approach, twelve possible forms of the stress distribution in the section are considered. Using the derived formulae the interaction curves with the values of the normalized, cross-sectional forces n sub Rm = N sub Rm /(b t f sub cm) and m sub Rm = M sub Rm /(b t² f sub cm) for the rectangular cross-section have been obtained (b, t – dimensions of the rectangle). The obtained formulae describe the cross-section under consideration in the phase of failure. Replacing the mean values f sub cm and f sub yk by the corresponding design values f sub cd and f sub yd one obtains formulae determining the design values of the normalized cross-sectional forces n sub R = N sub R /(b t f sub cd) and m sub R = N sub R /(b t² f sub cd). For presentation of the proposed deformation model numerical calculations have been performed. They are presented in the form of interaction diagrams for rectangular cross-sections. Each curve refers to the corresponding value of the reinforcement ratio. The maximum compressive strain in concrete is calculated at the extreme fibre in the compression zone of the section. The points located on the n sub Rm axis are related to pure compression, while on the m sub Rm axis – to pure bending. The occurrence of the tensile strains in the cross-section leads to the crack formation in the concrete. Moreover, these solutions have been compared with those based on the parabolic-rectangular diagram for concrete under compression and with those obtained experimentally by other authors. In a similar way one may obtain interaction diagrams for ring cross-sections. Based on this analysis conclusions are drawn concerning application possibilities of the proposed approach.]]></description>
      <pubDate>Mon, 01 Aug 2016 18:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1414105</guid>
    </item>
    <item>
      <title>Analytical Investigation on the Lateral Response of Bow String Arch Bridge</title>
      <link>https://trid.trb.org/View/1091317</link>
      <description><![CDATA[The behaviour of bow string arch bridge under lateral loading is complicated as it involves the interaction of flexural and axial forces in its members; namely tie beams, arches and hangers. In the present study, in order to simulate the actual behaviour of the structure the model is developed incorporating the complete 3D interaction of forces and moments. The flexure- axial force interaction is accounted by considering a cubic curve and a quadratic curve to represent the variation of yield moment with axial force. The post yielding stiffness and strength degradations are also considered. The 3D model of the bridge is created using the frame elements in RUAUMOKO-3D. The nonlinear inelastic analysis of the bridge subjected to monotonically increasing lateral displacement is carried out and the behaviour of the components of the bridge is reported.]]></description>
      <pubDate>Tue, 24 May 2011 14:57:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091317</guid>
    </item>
    <item>
      <title>Measuring Axial Forces in Rail by Forced Vibrations: Experiences From a Full-scale Laboratory Experiment</title>
      <link>https://trid.trb.org/View/890017</link>
      <description><![CDATA[The longitudinal load in rail caused by thermal expansion must be regularly monitored in order to avoid buckling or rail fracture. Different methods of monitoring with benefits and drawbacks are used or suggested. In this paper one of the proposed methods is investigated by a full-scale experiment. The aim is to measure the change in wavelength of the bending wave caused by the longitudinal load. In contrast to other vibration methods, this method does not require knowledge of the boundary conditions. However, it requires very accurate measurements, advanced finite element calculations, and sophisticated data analyses. The full-scale experiment shows that this is a method with potential. Based on the results of the full-scale experiment the required accuracy of the different steps in the method are clarified. Influence of measurement accuracy, loosened clamps at the sleepers, finite element mesh size, degree of wear of the rail, and inaccuracy in the material parameters are considered.]]></description>
      <pubDate>Mon, 22 Jun 2009 14:01:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/890017</guid>
    </item>
    <item>
      <title>Jointless Bridge Deck with Link Slabs: Design for Durability</title>
      <link>https://trid.trb.org/View/882354</link>
      <description><![CDATA[Link slabs are used over the piers developing jointless decks while adjacent bridge spans remain simply supported. The Michigan Department of Transportation incorporates link slabs during deck replacements and deep resurfacing. Field performance assessment documented full-depth cracking of most of the link slabs. These cracks allow surface water infiltration, which leads to accelerated deterioration. This study was conducted to address link slab design and performance issues. The literature is inconsistent with the influence of design parameters on link slab performance. The objective was to document the link slab behavior of its design parameters, to propose a method to calculate the link slab moment and axial force, and to propose recommendations for updating current design details and construction procedures. Single-girder, two-span, finite element assemblage models under various types and levels of loads in conjunction with the link slab design parameters were used to evaluate the moments and axial forces developed in the link slab. Analysis showed that support conditions underneath the link slab greatly influence the link slab moment and axial force. Use of moment interaction diagram is recommended for the design. A detailed analysis and design example is presented incorporating live load, temperature gradient load, and the support configurations.]]></description>
      <pubDate>Fri, 13 Mar 2009 06:36:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/882354</guid>
    </item>
    <item>
      <title>Effect of Near-Fault Vertical Ground Motions on Seismic Response of Highway Overcrossings</title>
      <link>https://trid.trb.org/View/859178</link>
      <description><![CDATA[Results of comprehensive nonlinear response history analyses on a range of configurations representing typical highway overcrossings subjected to combined effects of vertical and horizontal components of near-fault ground motions are reported. Current seismic design guidelines in California neglect the vertical components of ground motions for peak ground accelerations less than 0.6 g and provide rather simplistic measures to account for vertical effects when they need to be incorporated in the design. Results from the numerical simulations show that the vertical components of ground motions cause significant amplification in the axial force demand in the columns and moment demands in the girder at both the midspan and at the face of the bent cap. Axial capacity of the columns and moment capacity of the girder at the face of the bent cap were generally found to be sufficient to resist the amplification in the respective demands due to vertical effects. However, midspan moments in negative bending due to vertical motions are found to exceed the capacity of the girder. The amplified midspan moments lead to yielding of the top reinforcement resulting in average peak strains on the order of 1%. It is concluded that seismic demand analysis of ordinary highway bridges in general and overcrossings in particular should incorporate provisions for considering the adverse vertical effects of near-fault ground motions.]]></description>
      <pubDate>Wed, 21 May 2008 11:41:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/859178</guid>
    </item>
    <item>
      <title>Seismic Evaluation of Sweeping Bends</title>
      <link>https://trid.trb.org/View/841589</link>
      <description><![CDATA[This paper presents the results of analysis and evaluation of the seismic soil strains resulting from wave propagation or permanent ground deformation on sweeping bends in buried pipelines with bell and spigot joints. A finite element analysis of the sweeping bend with pipe-soil interaction is used to compute conservative axial forces and bending moments in the pipeline. The bell and spigot joint have limited capability to transmit moments resulting from compression waves. Stability of the joint exists when eccentricity caused by the moment is less than the outer radius of the pipe and the compressive stresses are not high enough to cause crushing of concrete. This instability of the pipe joints and the crushing of the concrete at the pipe joints are checked by evaluating the combined effects of the axial force and bending moment at critical sections of the pipeline. This method can also be used to analyze the effects of soil strains resulting from transient ground motion or permanent ground deformation occurring simultaneously with internal pressure and temperature load.]]></description>
      <pubDate>Tue, 18 Dec 2007 11:31:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/841589</guid>
    </item>
    <item>
      <title>Traveling Wave Effect on the Seismic Response of a Steel Arch Bridge Subjected to Near Fault Ground Motions</title>
      <link>https://trid.trb.org/View/841755</link>
      <description><![CDATA[In the 1990s, many major earthquakes occurred throughout the world, with a common observation that near fault ground motion (NFGM) characteristics had a distinct impact on causing damage to civil engineering structures that could not be predicted by using far field ground motions. Since then, seismic responses of structures under NFGMs have been extensively studied, with most studies focusing on structures with relatively short fundamental periods, where the traveling wave effect does not need to be considered. However, for long span bridges, especially arch bridges, the traveling wave (only time delay considered) effect may be very distinct and is therefore important. In this paper, results from a case study on the seismic response of a steel arch bridge under selected NFGMs are presented by considering the traveling wave effect with variable apparent velocities. Effects of fling step and long period pulses of NFGMs on seismic responses of the arch bridge are also discussed.]]></description>
      <pubDate>Tue, 18 Dec 2007 11:28:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/841755</guid>
    </item>
    <item>
      <title>Geogrid-Reinforced Pile-Supported Railway Embankments : A Three-Dimensional Numerical Analysis</title>
      <link>https://trid.trb.org/View/781083</link>
      <description><![CDATA[Piles or columns have been used successfully in combination with geosynthetics to support embankments over soft soil. The inclusion of geosynthetic reinforcement over piles enhances load transfer from soil to piles, reduces total and differential settlements, and increases slope stability. It creates a more economical alternative than that without the geosynthetic. An existing geosynthetic-reinforced pile-supported embankment in Berlin was selected for numerical modeling and analysis. This embankment was constructed to support railways over deep deposits of peat and soft organic soils. Precast piles and caps were installed with a load transfer platform formed by three layers of geogrid and granular materials installed between the piles and the embankment fill. Instrumentation was installed to monitor the settlements of the embankment and the strains in the geogrid layers over time. A finite difference method, incorporated in the fast Lagrangian analysis of continua three-dimensional software, was used to model this embankment. In the numerical analysis, piles were modeled with pile elements, and caps were modeled as an elastic material. Geogrid elements built in the software were used to represent the geogrid reinforcement. Embankment fill, soft soil, firm soil, and platform fill material were modeled as linearly elastic perfectly plastic materials with Mohr–Coulomb failure criteria. The embankment was built by a number of lifts to simulate its construction. Numerical results and comparisons with field measurements on the vertical and lateral displacements, the tension along the reinforcement, and the axial forces and moments on piles are presented.]]></description>
      <pubDate>Fri, 28 Apr 2006 08:36:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/781083</guid>
    </item>
    <item>
      <title>SMALL FEMALE AND LARGE MALE RESPONSES IN REAR IMPACT</title>
      <link>https://trid.trb.org/View/729758</link>
      <description><![CDATA[The objective of this study was to conduct rear impact sled tests using 5th, 50th, and 95th percentile Hybrid III dummies and evaluate proposed injury criteria.  Head restraint positions of differing height (750, 800 mm) and backset (0, 50, 100 mm) were used to determine axial and shear forces, bending moments, and injury criteria (NIC, Nij, and Nkm).  The time sequence to attain each parameter was also determined.  Three events were identified in the dummy rear impact response.  Event I was coincident with the torso bottoming out the seat cushion, Event II occurred at the time of the peak neck flexion moment, and Event III occurred at the time of maximum head to head restraint involvement. Parameters such as backset, head restraint height, seat-head restraint interaction, and anthropometry affected impact responses.  Head rotations increased with increasing backset and increasing head restraint height.  However, the Nij and Nkm did not exhibit such clear trends.  The 50th percentile dummy responded with consistent injury criteria values, e.g., the magnitude of the injury criteria increased with backset increase or head restraint height decrease.  However, the 5th and 95th percentile dummies did not demonstrate such trends. These findings underscore the need to include subject anthropometry in addition to seat and head restraint characteristics for better assessment of rear impact responses.]]></description>
      <pubDate>Wed, 10 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/729758</guid>
    </item>
    <item>
      <title>INFLUENCE OF AXIAL FORCE IN THE INTERMEDIATE SHAFT ON THE LOAD CAPACITY OF THE PAIRED CARDAN MECHANISM</title>
      <link>https://trid.trb.org/View/683594</link>
      <description><![CDATA[The design of an intermediate shaft with an axially movable splined joint must be adapted to the variable position of the shaft axis. This design is also used for the reduction of axial forces caused by inaccuracy in the production and assembly of Cardan mechanisms. The axial force that is generated by friction of contact surfaces in the splined joint is the function of the magnitude of the transferred torsion moments, splined dimensions, lubrication conditions, and materials used for contact surfaces. It will cause additional bearing loads at cross journals and in the shaft supports, as well as unallowed vibrations and noise during operation, thus affecting the safety and lifetime of the Cardan mechanism. The theoretical and empirical analysis of Cardan mechanisms, which have been studied with and without axial forces in the splined joint, and its effect on durability of mechanism elements is presented in this paper.]]></description>
      <pubDate>Fri, 11 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/683594</guid>
    </item>
    <item>
      <title>MONITORING AND ANALYSIS OF A BRIDGE WITH PARTIALLY RESTRAINED BEARINGS</title>
      <link>https://trid.trb.org/View/676128</link>
      <description><![CDATA[This paper reports on the monitoring and analysis of a two-span bridge in which the bearings were partially restrained.  In an earlier experimental study, it was shown that the natural frequencies changed in colder weather, and it appeared that this was due to restraints in the end bearings.  This research was conducted to verify this initial conclusion and to develop an analytical approach based on the finite-element method to model this change.  Additional field measurements were made.  The nonlinear dynamic finite-element analysis is based on a planar model that includes the influence of both the deck cracking and the eccentric axial forces, which develop when the bearings are restrained.  Both the flexural and torsional modes are evaluated.  Although the changes in the bearings and the overall structural behavior were relatively small, the results show that it was nevertheless possible to verify the changes with a nonlinear dynamic finite-element analysis calibrated with field measurements.]]></description>
      <pubDate>Wed, 14 Feb 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/676128</guid>
    </item>
    <item>
      <title>INFLUENCES OF THE PHYSICAL PARAMETERS ON THE RISK TO NECK INJURIES IN LOW IMPACT SPEED REAR-END COLLISIONS</title>
      <link>https://trid.trb.org/View/474679</link>
      <description><![CDATA[The current state of neck injuries sustained in car-to-car rear end collisions were investigated according to recent automobile accident statistical data in Japan.  To clarify the neck injury mechanisms for low impact speed car collisions, the newly developed impact sled experiment which simulates actual car impact acceleration was performed using human subjects.  In order to measure and analyze the physical parameters such as human head rotational acceleration, neck bending moment, shearing and axial forces, the component measurement method with six degrees of freedom was applied and demonstrated. Furthermore, relationships among the physical parameters - impact speed, sitting positions, headrest heights and neck muscle tones applied on the subject's head and neck system - were analyzed. These analyses would enable the authors to comprehend the conditions of the neck muscle tone and the effects of the sitting postures including headrest height, factors which are of vital importance to the understanding of neck injury mechanisms.]]></description>
      <pubDate>Tue, 16 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474679</guid>
    </item>
    <item>
      <title>FINAL REPORT OF A 1995 SOLECTRIA 4-DOOR SEDAN INTO FLAT FRONTAL BARRIER AT 48.1 KPH</title>
      <link>https://trid.trb.org/View/454197</link>
      <description><![CDATA[A 48 kph flat frontal barrier impact test was conducted on a 1995 Solectria 4-door sedan at Transportation Research Center Inc. on May 22, 1995.  This test was conducted to gather data concerning the application of the following Federal Motor Vehicle Safety Standards (FMVSSs) to electric vehicles:  FMVSS 208, "Occupant Crash Protection"; FMVSS 212, "Windshield Mounting"; and FMVSS 219 (partial), "Windshield Zone Intrusion". The impact velocity was 48.1 kph.  The vehicle's maximum static crush was 495 mm.  The ambient temperature was 21 deg C.  The driver's Head Injury Criterion (HIC) was 575.  The driver's chest maximum resultant acceleration with three milliseconds minimum duration was 43.0 g.  The driver's chest maximum deflection was 32 mm.  The driver's left and right femur maximum axial forces were 2013 N and 6002 N, respectively.  The passenger's HIC was 312.  The passenger's chest maximum resultant acceleration with three milliseconds minimum duration was 40.2 g.  The passenger's chest maximum deflection was 28 mm.  The passenger's left and right femur maximum axial forces were 2819 N and 2683 N, respectively.]]></description>
      <pubDate>Fri, 29 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454197</guid>
    </item>
    <item>
      <title>FINAL REPORT OF A RENAISSANCE CARS TROPICA ROADSTER INTO FLAT FRONTAL BARRIER AT 47.6 KPH</title>
      <link>https://trid.trb.org/View/454199</link>
      <description><![CDATA[A 48 kph flat frontal barrier impact test was conducted on a Renaissance Cars Tropica Roadster at Transportation Research Center Inc. on June 5, 1995.  This test was conducted to gather data concerning the application of Federal Motor Vehicle Safety Standard (FMVSS) 208, "Occupant Crash Protection".  The impact velocity was 47.6 kph.  The vehicle's maximum static crush was 730 mm.  The ambient temperature was 23 deg C.  The driver's Head Injury Criterion (HIC) was 373.  The driver's chest maximum resultant acceleration with three milliseconds minimum duration was 41.8 g.  The driver's chest maximum deflection was 31 mm. The driver's left and right femur maximum axial forces were 2750 N and 793 N, respectively.  The passenger's HIC was 592.  The passenger's chest maximum resultant acceleration with three milliseconds minimum duration was 40.1 g.  The passenger's chest maximum deflection was 28 mm.  The passenger's left and right femur maximum axial forces were 5536 N and 7664 N, respectively.]]></description>
      <pubDate>Fri, 29 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454199</guid>
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