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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Study on the influence of transient processes in pantograph-catenary contact-loss on the characteristics of glue rail insulation</title>
      <link>https://trid.trb.org/View/2577197</link>
      <description><![CDATA[Electrified railways are complex electromagnetic systems that feature strong-weak electrical interactions and the coexistence of dynamic and static components. In this system, rails serve dual roles as signaling circuits and traction return channels. With the increase in operating speeds and the optimization of operational strategies, greater traction currents and more frequent traction switching when passing neutral zones pose higher demands on the signaling system’s EMI immunity, and the insulation joints’ voltage tolerance. This paper investigates the impact of pantograph-catenary contact-loss during train passing neutral zones on the return current cut-off insulation joints (referred to as ‘cut-off joints’). First, a circuit model is established based on the traction return system principles and the cut-off joints’ configuration scheme. Key model parameters are determined to clarify the mechanisms, influencing factors, and coupling paths of transient pulses during the contact-loss process. The propagation characteristics of these pulses in rails are analyzed. The results indicate that in typical scenarios, cut-off joints experience an impulse voltage peak of 4 kV and a frequency of 109 kHz as the train exits the neutral zone. Using the ANSYS Maxwell platform, a finite element modeling simulation is conducted to analyze the electric field distribution of the insulation joint structure under both ideal and defect conditions when subjected to impulse voltages. Finally, all results are validated through field tests, and optimization suggestions are proposed. This study contributes to fault tracing in glue rail insulation, provides a basis for setting electrical standards, and offers guidance for designing stationary current channels.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2577197</guid>
    </item>
    <item>
      <title>Experimental study on the direct shear behavior of multiple shear keys at concrete glue joints subjected to uneven normal stress</title>
      <link>https://trid.trb.org/View/2483306</link>
      <description><![CDATA[Ten ‘Z’-shaped shear specimens were fabricated to study the effect of uneven normal stress on the shear performance of glue joints. The test parameters included the roughness of the joint surface, the level of lateral normal stress, and the uniformity of lateral normal stress. The crack development, failure mode, ultimate bearing capacity, and relative slip data of the specimens were recorded in detail, and the load-strain curve and load-relative slip curve were plotted according to the test results. The results show that all specimens were brittle failures. After roughening the surfaces of the joints, the deformation resistance, overall strength, and overall stiffness of the specimens all got a little better. Increasing the level of lateral normal stress and the uniformity of lateral normal stress, the cracking load and ultimate bearing capacity of the specimen were increased. In addition, a coefficient η that quantifies the degree of uniformity of the lateral normal stress was defined, and a formula for predicting the direct shear bearing capacity of glue joints was proposed. The results show that the average ratio between the calculated values from the proposed formula and the test values was 0.96.]]></description>
      <pubDate>Fri, 24 Jan 2025 11:10:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2483306</guid>
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    <item>
      <title>Investigation on Performance and Durability of Bone Glue and Crumb Rubber Compound Modified Asphalt and Its Mixture</title>
      <link>https://trid.trb.org/View/2238099</link>
      <description><![CDATA[Rubberized asphalt has excellent environmental protection and road property, but its storage stability needs improvement. Existing studies have found that the compound modification of bone glue (BG) and crumb rubber (CR) can effectively raise the separation of CR in asphalt, along with outstanding comprehensive properties. Therefore, this paper explores the micro mechanism, aging performance, and engineering characteristics of bone glue and crumb rubber compound modified asphalt (BCCMA). First, the adhesion of BCCMA was evaluated by a static drop test, and a scanning electron microscope test revealed its microscopic surface morphology. Second, three aging indices using rheological tests were developed to evaluate the aging resistance ability of the BCCMA. Lastly, the road performance of the bone glue and crumb rubber compound modified asphalt mixture (BCCMAM) was investigated. The results indicate that the surface energy of BCCMA (15% BG and 20% CR) increased by 52.39% compared to the neat asphalt. BG can improve asphalt's aging resistance, and the BCCMA with a BG content of 10% has the lowest aging sensitivity. BG promotes the dispersion uniformity of CR in neat asphalt, making the low-temperature crack resistance, high-temperature stability, and water stability of BCCMAM better than rubberized asphalt mixture.]]></description>
      <pubDate>Thu, 21 Sep 2023 11:06:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2238099</guid>
    </item>
    <item>
      <title>Experimental study on the shear behavior of precast concrete segmental simply supported beam with internal tendons and glue joints</title>
      <link>https://trid.trb.org/View/2043570</link>
      <description><![CDATA[Glue joints make precast concrete segmental beams with discontinuity, which is the weak link and an important part of the structure and needs to be given special attention in practical engineering. To test the shear behavior of five segmental glue joint beams and one monolithic beam, the test parameters included shear span ratios (1.2, 1.5), prestress levels (4 MPa, 6 MPa, 6.5 MPa), prestress types (unbonded prestress, bonded prestress), and beam types (segmental beam, monolithic beam). The results show that both segmental glue joint beams and monolithic beams exhibited typical brittle failure characteristics in the failure stage. The shear span ratio increased, the shear bearing capacity of the specimen decreased, and the deformation increased. The deformation of the specimen decreased when the prestress level increased. The bonded prestressed screw-thread bar improved the overall strength and stiffness of the segmental glue joint beam. The crack resistance of the monolithic beam was better than the crack resistance of the segmental glue joint beam, but the difference in shear bearing capacity between them was small. The test data were compared with the calculated values of shear bearing capacity of different formulas, and the results show that the calculated values of formulas of the American Association of State Highway and Transportation Officials (AASHTO (2003)) standard were in the best agreement with the test values. Based on the test results, the strain distribution and stress distribution of the specimens were further explored by combining the finite element method. The results show that cracks of different specimens would cross the glue joints. The yield strength of the prestressed screw-thread bar was not reached when the specimen was damaged.]]></description>
      <pubDate>Fri, 30 Dec 2022 16:58:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2043570</guid>
    </item>
    <item>
      <title>Moisture susceptibility and fatigue performance of asphalt binder modified by bone glue and coal fly ash</title>
      <link>https://trid.trb.org/View/1885213</link>
      <description><![CDATA[The main purpose of incorporating waste into asphalt binder is due to their excellent properties and low cost as binder modifiers, in contrast to the impracticability of typical binder in the current flexible asphalt pavement by the increase of heavy traffic loads and volumes. The focus of this study is to use coal fly ash (CFA) with bone glue modified asphalt to check the effect of coal fly ash (CFA) towards fatigue resistance and moisture sensitivity. This study combined 60/70 penetration grade binder with optimum percentage of bone glue (10%) and 2%, 4%, 6% and 8% of fly ash. After conducting consistency tests and some mixture tests, it is concluded that fly ash gives superior fatigue life to flexible asphalt pavement and the effect towards moisture sensitivity is slightly good.]]></description>
      <pubDate>Thu, 11 Nov 2021 15:21:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1885213</guid>
    </item>
    <item>
      <title>Experimental investigation on the performance of bone glue and crumb rubber compound modified asphalt</title>
      <link>https://trid.trb.org/View/1876800</link>
      <description><![CDATA[Bone glue (BG) and crumb rubber (CR), as waste derivatives, have the advantages of low cost, green, and extensive sources. At present, the research and application of BG in road engineering are still insufficient, and there are few studies on using the combination of BG and CR for asphalt modification. Thus, this work studied the effect of BG and CR composite modification on the performance of asphalt. A series of conventional tests and rheological tests, including penetration, softening point, phase separation, temperature sweep (TS), multiple stress creep and recovery (MSCR), were used to evaluate high-temperature properties. Bending beam rheological (BBR) test and ductility test were carried out to assess the low-temperature characteristics of composite modified asphalt. Finally, the microstructure of composite modified asphalt was studied by fluorescence microscope (FM). The functional groups referring to the chemical components present of BG/CR composite modified asphalt were identified through Fourier transform infrared (FTIR) spectroscopy. It can be found from the results that the penetration decreases, and the softening point and ductility increase. Moreover, the combination of BG and CR increases the rutting factor, recovery rate, and creep rate. Besides, this composite material decreases the creep modulus and non-recoverable creep compliance. Furthermore, it was found that blending BG and CR into asphalt can enhance its high- and low-temperature characteristics. In addition, BG significantly enhances the CR-modified asphalt's storage stability, and the BG/CR modifier is uniformly and stably dispersed in the matrix asphalt. FT-IR results showed that the composite modification between BG, CR, and asphalt matrix is a physical process.]]></description>
      <pubDate>Fri, 29 Oct 2021 15:40:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876800</guid>
    </item>
    <item>
      <title>Experimental Study on Loading Capacity of Glued-Laminated Timber Arches Subjected to Vertical Concentrated Loads</title>
      <link>https://trid.trb.org/View/1709478</link>
      <description><![CDATA[Glued-laminated timber arches are widely used in gymnasiums, bridges, and roof trusses. However, studies on their mechanical behaviours and design methods are still insufficient. This paper investigates the in-plane loading capacity of circular glued-laminated timber arches made of Douglas fir. Experiments were conducted on four timber-arch models with different rise-to-span ratios under concentrated loads at mid-span and quarter-point locations. The structural responses, failure modes, and loading capacity of the timber arch specimens were obtained. The results show that the timber arches presented symmetric and antisymmetric deformation under mid-point and quarter-point loading conditions, respectively. The downward shifting of the neutral axis of the cross section was observed under mid-point loading condition, which contributes to higher loading capacity compared to that under quarter-point loading condition. The loading condition significantly affects the ultimate loads and the strain distribution in the cross section. Based on the design formula in current standards for timber structures, an equivalent beam-column method was introduced to estimate the loading capacity of the laminated timber arches under vertical concentrated loads. The moment amplification factor in the formula was compared and discussed, and the value provided in the National Design Specification for Wood Construction was recommended with acceptable accuracy.]]></description>
      <pubDate>Fri, 19 Jun 2020 14:13:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1709478</guid>
    </item>
    <item>
      <title>Adhesive bonding : a method for construction, In : Organic materials for sustainable construction</title>
      <link>https://trid.trb.org/View/1681766</link>
      <description><![CDATA[Ce chapitre décrit les aspects du collage en génie civil.]]></description>
      <pubDate>Tue, 28 Jan 2020 16:18:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1681766</guid>
    </item>
    <item>
      <title>Analysis and design of a novel low-noise rail</title>
      <link>https://trid.trb.org/View/1624144</link>
      <description><![CDATA[The design and construction of a complex damping layer for rails is presented in this paper. A numerical procedure for the calculation of the loss factor of a compound track model using this treatment was developed. Through this procedure, guidelines on the selection of the optimal material and configuration among the commercially available and technologically feasible options were formulated. A vinyl ester resin-interpenetrating polymer network was chosen as the viscoelastic material for the damping layer, polyurethane epoxy resin as the material for the extra layer, and 3Cr13Mo steel as the material for the constraining layer. This study culminated in the construction of a prototype and the evaluation of its performance in the laboratory. Laboratory measurements on track demonstrated that the proposed damping approach can effectively mitigate rail vibration and noise radiation over the frequency range between 12.5 and 4000 Hz. The glue developed in this work was found to be highly reliable and efficient in reducing noise.]]></description>
      <pubDate>Fri, 31 May 2019 09:35:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1624144</guid>
    </item>
    <item>
      <title>Experimental evaluation of the developed reinforcement system in FASSTBridge project</title>
      <link>https://trid.trb.org/View/1491641</link>
      <description><![CDATA[One of the aims of Infravation FASSTbridge (Fast and effective Solution for the Strengthening of existing steel bridges) project is to develop a specific reinforcement system dedicated to the preventive fatigue reinforcement of steel bridges. The proposed system relies on the use of an adhesively bonded composite plate. The adhesive has been specifically formulated within the project to respect the required fulfillments of the studied application.  The communication will first give insight of the required properties of the adhesive, the composite plate, and the overall system. Based on these requirements and existing literature and standards on the topic, the chosen experimental plan will be described. It will concern investigations on the adhesive before curing, the adhesive after curing, the composite plate and the whole reinforcing system. Both short term and durability investigations are being considered. This experimental plan is currently carried out by the different partners implied within the projects and first results will be presented, especially regarding the properties of the adhesive and the composite plate and first results obtained on assembly.]]></description>
      <pubDate>Thu, 14 Dec 2017 15:48:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1491641</guid>
    </item>
    <item>
      <title>Beanspruchung und Entfernbarkeit von temporaerer Fahrbahnmarkierung</title>
      <link>https://trid.trb.org/View/1350587</link>
      <description><![CDATA[Die voruebergehende (gelbe) Markierung ist ein wesentlicher Bestandteil der Absicherung von Arbeitsstellen auf Strassen. Im Bereich der Baumassnahme dient diese Markierung als visuelle Fuehrung des Verkehrs. Die gelbe Markierung gilt uebergeordnet zur dauerhaften weissen Markierung. Neben der Einhaltung der verkehrstechnischen Anforderungen der Markierung stellt die rueckstandslose Entfernbarkeit der Markierung oftmals ein Problem in der Praxis dar. Verbleibende Rueckstaende auf der Fahrbahn (Markierungs- oder Gewebereste, Primer) werden oftmals als sogenannte Phantommarkierungen bezeichnet und muessen gegebenenfalls mechanisch (zum Beispiel mit Fraesen) aufwendig entfernt werden. Bislang konnten noch keine Erkenntnisse gewonnen werden, warum Markierungen auf bestimmten Fahrbahnoberflaechen Rueckstaende hinterlassen. Zunaechst wurde ein Pruefprogramm erstellt, um die relevanten Parameter zu ermitteln, die die Entfernbarkeit der Markierung beeinflussen. Es konnte gezeigt werden, dass die Entfernbarkeit von vielen unterschiedlichen Einflussgroessen (unter anderem die Beanspruchung, die Oberflaechentextur und -beschaffenheit, die Materialeigenschaften oder der Alterungszustand der Strassenoberflaeche sowie der verwendete Primer und Kleber) abhaengig ist. Aufgrund der Vielfalt der Einflussgroessen kann die Beurteilung nicht auf Basis einer einzelnen Versuchsanordnung, wie zum Beispiel bei den Versuchen in Rundlaufpruefanlagen, vorgenommen werden. Liegen die gemessenen maximalen Abzugskraefte zwischen 50 und 150 Newton, ist sichergestellt, dass die Markierungen ausreichend fest verklebt sind, aber nach Beendigung der Baumassnahme in der Regel ohne Materialrueckstaende entfernt werden koennen. Auf Grundlage der erzielten Ergebnisse kann die Entfernbarkeit der Markierung als Zulassungspruefung in das Standardpruefprogramm aufgenommen werden.]]></description>
      <pubDate>Thu, 16 Apr 2015 12:49:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1350587</guid>
    </item>
    <item>
      <title>Kleben-Dauerfestigkeit</title>
      <link>https://trid.trb.org/View/1321168</link>
      <description><![CDATA[Bruecken werden in der Regel mit einem Tragfaehigkeitsmodell fuer eine Lebensdauer von etwa 100 Jahren bemessen. Seit etwa 15 bis 20 Jahren ist bei Bruecken aus den 1960er Jahren jedoch eine stetige Zunahme von Schaeden in lokalen Lasteinleitungsbereichen zu verzeichnen, die immer wieder Anlass zu kostspieligen und aufwendigen Instandsetzungsmassnahmen geben. Die Ursache hierfuer liegt, bedingt durch die frueheren Normen, in mangelnder Bauteilqualitaet und dies in Kombination mit erhoehten Beanspruchungen. Da auch bei starken Schaedigungen der Neubau einer Bruecke in keinem vernuenftigen finanziellen Verhaeltnis zu einer Instandsetzung steht, ist der Erhalt des Brueckenbestandes nachhaltig zu sichern. Ziel mehrerer Projekte ist es, die Eignung von Klebstoffen und Klebverbindungen fuer eine praxisgerechte Verstaerkung des Deckblechs orthotroper Fahrbahnplatten nachzuweisen und somit eine Grundlage fuer neue Loesungen fuer Instandsetzungsmassnahmen von Stahlbruecken zu schaffen. Im Rahmen des vorliegenden Projekts ist insbesondere vorgesehen, anhand von praxisnahen Dauer-Schwell-Biege-Versuchen die Existenz einer technologischen Dauerfestigkeit der Klebverbindungen nachzuweisen. ABSTRACT IN ENGLISH: Bridges are usually calculated with a load-bearing capacity model for a service life of around 100 years. Notwithstanding this, in the last 15 to 20 years a steady increase in damage to local load-application (decking) areas of bridges dating back to the 1960s has been detected, resulting time and again in costly and complex renovation measures. The cause for this is to be found in a lack of component quality (due to the old standards) - and this in conjunction with increased stresses. As - even with severe damage - the new construction of a bridge is from a sensible financial perspective completely disproportionate to a repair, it is a question of sustainably preserving the existing bridge structure. It is the aim of several projects to demonstrate the suitability of adhesives and bonding connections for the practical reinforcing of the cover plate of orthotropic decks and thus create a basis for new solutions for repair measures to steel bridges. In particular, within the framework of this project it is envisaged to demonstrate the existence of a technological bonding connection durability based on practical endurance fatigue bending tests.]]></description>
      <pubDate>Wed, 27 Aug 2014 10:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1321168</guid>
    </item>
    <item>
      <title>Thermophysical and Thermomechanical Behavior of Cold-Curing Structural Adhesives in Bridge Construction</title>
      <link>https://trid.trb.org/View/1290610</link>
      <description><![CDATA[The use of the structural adhesive bonding technique is weil established in the aircraft and automotive industries where, in most cases, joints can be fabricated indoors under controlled conditions. ln the civil engineering domain, however, load-bearing structures are normally erected on-site in outdoor conditions, Le. joint fabrication is exposed to varying outdoor temperature and humidity profiles and particularly in winter, when long periods of very low temperatures are frequent, the on-site joining of structural components must remain possible. Consequently, and due to the generally large scale of the structural components, cold-curing adhesives are used, unlike in other fields where hot-cu ring adhesives are applied. Although it offers many potential advantages in bridge construction, structural adhesive bonding is not yet widely used in civil engineering structures. This can be attributed, amongst other things, to the lack of knowledge regarding adhesive behavior during exposure to varying environ mental conditions. Despite significant research efforts concerning the characterization of structural adhesives, the question of the changes that occur in the thermophysical and thermomechanical properties of cold-curing structural adhesives during their service life, and particularly at early age and low temperatures, is yet to be addressed. The objective of this work was therefore, based on experimental and analytical investigations, to understand the thermophysical and thermomechanical behavior of cold-curing structural adhesives from the time of the mixing of the different components and throughout the long-term service life.]]></description>
      <pubDate>Fri, 31 Jan 2014 14:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290610</guid>
    </item>
    <item>
      <title>Geklebte Stahlrohr-Stahlgussverbindungen im konstruktiven Stahlbau / Adhesive bonded tubular cast steel - steel joints in steel construction</title>
      <link>https://trid.trb.org/View/1286600</link>
      <description><![CDATA[Hohlprofilkonstruktionen werden im Stahlbau aufgrund ihrer konstruktiven und gestalterischen Vorteile in den unterschiedlichsten Einsatzbereichen, wie zum Beispiel dem Bruecken-, Kran-, Windenergieanlagenbau sowie bei weit gespannten Dachtragwerken des Hochbaus (Messehallen, Stadien) eingesetzt. In der Regel werden die einzelnen Bauteile durch Schweissen miteinander verbunden. Bei nicht ruhender Beanspruchung sind jedoch die innenliegenden, schwer einsehbaren Wurzelbereiche der Schweissnaehte Ausgangspunkt von Ermuedungsrissen. Im derzeit laufenden FOSTA-Forschungsprojekt P884 wird untersucht, inwieweit geklebte Anschluesse eine Alternative zu den geschweissten Konstruktionen darstellen. Vorgestellt werden das Konzept eines geklebten Anschlusses zwischen Stahlrohr und Stahlgussbauteil sowie die Zwischenergebnisse experimenteller Untersuchungen zur statischen Tragfaehigkeit der geklebten Verbindung. Dabei wird insbesondere auf das Kleben unter baupraktischen Randbedingungen sowie die daraus resultierenden Anforderungen an Fuegepartner, Oberflaechen und Klebstoffe eingegangen. Ermoeglicht wird so ein Einblick in die Thematik des Klebens im Bauwesen sowie die Vorgehensweise und Methoden bei der Auslegung geklebter Verbindungen. (A) ABSTRACT IN ENGLISH: Tubular structures, owing to their constructive and architectonical advantages, are largely used in many different areas of structural steel construction, as bridges, cranes, wind energy plants, as well as for wide spanned halls or stadiums. Usually, connections of steel tubes are realized by means of welding. When subjected to fatigue loads, cracks start from the weld seams located inside the tubes, where they are difficult to detect. In the framework of the running FOSTA project P884, it is aimed to investigate to which extent welding can be substituted by adhesive bonding, thus overcoming the fatigue issues. The article reports on the concept of bonded connections between steel pipes and cast steel nodes, and their experimental assessment. The emphasis is set onto the conditions prevalent on the building site, as well as on the requirements that result on the adherends, the surfaces and the adhesives. An insight is given into the topic of adhesively bonded connections applied to structural engineering as well as into the procedures to be followed when dimensioning such joints. (A)]]></description>
      <pubDate>Wed, 22 Jan 2014 10:59:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1286600</guid>
    </item>
    <item>
      <title>Bond Strength of Chemical Anchor in High-Strength Concrete</title>
      <link>https://trid.trb.org/View/1267626</link>
      <description><![CDATA[This paper summarizes the results of experimental and numerical research focused on determination of the behavior and bond strength limits of what are currently the most widespread industrial glues used for anchor bonding. The goal of this research is to find the limits of the effective use of such glue types in high performance concrete, and also to verify the most commonly used design methods for bonded anchors. The progress and configuration of the experiments are described. The article is closely focused on bond strength experiments using high strength concrete up to class C50/60 or higher.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:22:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1267626</guid>
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