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    <title>Transport Research International Documentation (TRID)</title>
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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>A Novel Approach for Integrating the Optimization of the Lifetime and Cost of Manufacturing of a New Product during the Design Phase</title>
      <link>https://trid.trb.org/View/1874039</link>
      <description><![CDATA[Maximum lifetime and minimum manufacturing cost for new products are the primary goals of companies for competitiveness. These two objectives are contradictory and the geometric dimensions of the products directly control them. In addition, the earlier design errors of new products are predicted, the easier and more inexpensive their rectification becomes. To achieve these objectives, we propose in this article a novel model that makes it possible to solve the problem of optimizing the lifespan and the manufacturing cost of new products during the phase of their design. The prediction of the life of the products is carried out by an energy damage method implemented on the finite element (FE) calculation by using the ABAQUS software. The manufacturing cost prediction is carried out by applying the ABC cost estimation analytical method. In addition, the optimization problem is solved by the method of genetic algorithms.The proposed model can be successfully applied for the optimization of new mechanical products made by subtractive manufacturing. The products that mostly benefits from this model are those used in machines and in the automotive or aeronautic fields. The proposed approach can be directly used by the designer for an optimal preliminary design of new products whose manufacture is done by the same company or subcontracted entirely or partially by other companies.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:25:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874039</guid>
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    <item>
      <title>Impacts and Benefits of Implementing Building Information Modeling on Bridge Infrastructure Projects</title>
      <link>https://trid.trb.org/View/1330172</link>
      <description><![CDATA[To date, Building Information Modeling (BIM) is not widely utilized in infrastructure asset management.  Benefits achieved through implementation in vertical construction, however, suggest that BIM represents  significant opportunity for gains in process, material, and economic efficiency throughout infrastructure  life cycles. This research documents the current state of BIM implementation across four regional  transportation authorities in the United States. Next, it provides a detailed case study analyzing and  comparing two current (2013) bridge projects, one that uses BIM and one that does not. The advantages  of BIM are confirmed through observed reduction in requests for information (RFIs) and change orders  (COs) relative to construction area (SF), cost ($), and average daily traffic, compared with typical  construction. Finally, the report outlines potential benefits and implications of using BIM for infrastructure asset management by regional transportation authorities and the transportation industry overall. Numerous stakeholders involved with horizontal construction and operation currently seek information regarding the potentially significant benefits of integrating BIM into infrastructure asset management. This research is important because it serves to assess and inform such an imminent transition. The contribution of this research is to document and assess the role of BIM implementation and potential impacts in order to use it in assisting throughout the life cycle of infrastructure assets.]]></description>
      <pubDate>Mon, 24 Nov 2014 15:28:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1330172</guid>
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      <title>Geometric Design Optimization for Dynamic Response Problems of Continuous Reinforced Concrete Beams</title>
      <link>https://trid.trb.org/View/1303680</link>
      <description><![CDATA[This paper presents a computer-aided design method for conceptual geometric layout optimization of multispan reinforced concrete (RC) beams for any type of dynamic responses. A key feature of the paper is the development of a new cost-optimization method for geometric layout problems that take both cost parameters and dynamic responses into account to achieve an optimum design along with acceptable dynamic performance of RC beams. This method takes advantage of employing a new optimization formulation that considerably simplifies the preliminary layout design computations. It focuses on minimizing the structural cost subject to constraints on eigenfrequencies, modal shapes, and the static and dynamic equilibrium. The proposed structural optimization problem is solved employing an ant colony optimization (ACO) algorithm. To verify the suitability of the methodology and illustrate the performance of the algorithm, solved examples are presented.]]></description>
      <pubDate>Mon, 28 Apr 2014 10:54:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1303680</guid>
    </item>
    <item>
      <title>Meeting MAP-21 Goals</title>
      <link>https://trid.trb.org/View/1258162</link>
      <description><![CDATA[Last year, President Obama signed into law a bill funding surface transportation programs for fiscal years 2013 and 2014 that is different from past legislation. It recognizes that the United States infrastructure is in critical need of repair and expansion and that change in both technology and process is necessary to achieve national transportation goals. The bill—which states that the use of innovative technologies and practices is necessary to expedite projects, reduce cost, enhance safety, and protect the environment—can potentially transform the way the United States designs and builds its infrastructure. While government agencies and private-sector firms have been aware for some time that a change from outdated methods for highway design and construction to smarter, model-based processes will result in higher quality solutions faster and at a lower cost, they now realize that incremental change and simple advances of old technologies will not be enough. New programs are now being developed to simplify, speed up, and reduce costs across a project’s life. One such program enables engineers to design in 3D from the beginning, allowing designs to be optimized earlier in the process and better-informed decisions to be made more quickly. Such a process can transform the United States transportation processes to achieve new efficiencies.]]></description>
      <pubDate>Tue, 03 Sep 2013 12:30:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1258162</guid>
    </item>
    <item>
      <title>Stahl-Leichtbau fuer das Future Steel Vehicle</title>
      <link>https://trid.trb.org/View/1217618</link>
      <description><![CDATA[Das FutureSteelVehicle (FSV) ist das fuenfte automobile Stahlforschungsprojekt, das erheblich zur Entwicklung und Einfuehrung hoeherfester (HSS) und hochfester (AHSS) Staehle und deren Verarbeitung beigetragen hat. Ziel ist, dass neue Stahlgueten und innovative Halbzeuge fuer zukuenftige Fahrzeuggenerationen mit alternativen und konventionellen Antrieben zur Umsetzung gebracht werden koennen, da fortgeschrittene Antriebe (Hybrid-, elektrische und Brennstoffzellen-Antriebe) radikal die Fahrzeugstrukturen und damit die Werkstoffauswahl veraendern. Das FSV verwendet zukunftsweisende CAE-Methoden mit einem Portfolio an AHSS und ultrahochfesten Staehlen (UHSS), vielfaeltige intelligente Halbzeuge und Verarbeitungstechniken. Damit soll fuer ein Elektrofahrzeug (BEV) das Gewicht der Rohkarosserie auf 188 kg reduziert werden. Die Schwerpunkte der Entwicklungsmethodik lagen auf der topologischen Analyse und Optimierung des Gesamtkonzepts, der Entwicklung von Stahl-Leichtbau-Konzepten und der Ueberpruefung des Crashverhaltens durch Simulation. Der Beitrag stellt die Schritte des Engineering-Teams im Rahmen des FSV-Projekts vor. Aktuell befindet sich das FSV-Programm in den Phase 3, bei der die entwickelten sicheren und gewichtsoptimalen Stahl-Leichtbau-Konzepte der Fahrzeugindustrie vorgestellt und den Entwicklungsabteilungen fuer eine optimale Umsetzung kommuniziert werden.]]></description>
      <pubDate>Tue, 23 Oct 2012 10:48:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1217618</guid>
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    <item>
      <title>Cost models and optimisation in highways; proceedings of seminar L</title>
      <link>https://trid.trb.org/View/1176238</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 00:56:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1176238</guid>
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    <item>
      <title>Subsurface utility engineering</title>
      <link>https://trid.trb.org/View/1165929</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 17:40:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1165929</guid>
    </item>
    <item>
      <title>PILOTANWENDUNGEN BESTEHENDER CAD-TECHNIKEN UND PROGRAMME IM STRASSENENTWURF AM BEISPIEL INNERSTAEDTISCHER KNOTENPUNKTE</title>
      <link>https://trid.trb.org/View/1014636</link>
      <description><![CDATA[Ein RE-Vorentwurf soll unter Verwendung von vorhandenen CAD-Techniken aufgestellt werden. Nach der Auswahl eines geeigneten Objektes wird der Arbeitsablauf und die Ablauffolge zeitlich festgehalten. Gleichzeitig erfolgt die Auswahl der Software und die Pruefung ihrer Einsetzbarkeit fuer die rechnergestuetzte Loesung. Nach Einweisung durch die Softwarefirmen wird auch  fuer die CAD-Anwendung Ablauffolge und Zeitdauer ermittelt. Beide Loesungen werden miteinander verglichen. Beurteilungskriterien sind: Qualitaet des Entwurfs, Zeitbedarf, Rationalisierungsmoeglichkeiten, Weiterverwendung  der Ergebnisse, Verwendungsmoeglichkeiten als Anschauungsmaterial fuer die Oeffentlichkeitsarbeit, Kosten der Entwurfsaufstellung, Mindestanforderungen an die Hardware, Schulungsaufwand.]]></description>
      <pubDate>Sat, 20 Nov 2010 06:49:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1014636</guid>
    </item>
    <item>
      <title>PILOTANWENDUNG BESTEHENDER CAD-TECHNIKEN UND PROGRAMME IM STRASSENENTWURF AM BEISPIEL INNERSTAEDTISCHER KNOTENPUNKTE</title>
      <link>https://trid.trb.org/View/1005412</link>
      <description><![CDATA[Es wurden fuer das Aufstellen von RE-Vorentwurfsplaenen und der Darstellung fuer Praesentationszwecke ein 2 1/2 D-Modell und ein 3 D-Modell untersucht. Das 2 1/2 D-Modell uebernimmt die manuelle Methodik und ist dadurch leicht zu erlernen. Es kann auf allen IBM- und IBM-kompatiblen Anlagen eingesetzt werden. Das 3 D-Modell ist sehr maechtig, aber schwieriger in der Anwendung. Es bedingt speziell dafuer eingesetzte Ingenieure. Der Schulungsaufwand ist erheblich. Dafuer liegt die Staerke dieses Systems in der Praesentation. Beide Systemarten sind im Strassenentwurf einsatzfaehig, wenn Varianten oder Aenderungen kurzfristig erstellt werden muessen.]]></description>
      <pubDate>Sat, 20 Nov 2010 02:47:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1005412</guid>
    </item>
    <item>
      <title>DER PC KENNT DEN WEG: TOURENPLANUNG MIT MAP &amp; GUIDE</title>
      <link>https://trid.trb.org/View/995523</link>
      <description><![CDATA[Eines der umfangreichsten und professionellsten Routenplanungsprogramme ist Map and Guide 3.0 for Windows. Das Programm wird zur Zeitoptimierung, Kostensenkung und anderen betrieblichen Zielsetzungen heute in ueber 2.000 Unternehmen eingesetzt. Das Programm ermoeglicht eine schnelle Berechnung der optimalen Fahrtroute innerhalb von Sekunden. Die Berechnungen basieren dabei auf der Graphentheorie. Jeder Ort, jede Strassenkreuzung stellen Knoten dar. Die Strassenabschnitte die Kanten. Ueber 60.000 Orte und Ortsteile und ueber 150.000 erfasste Strassenkilometer sind in der Deutschlandversion enthalten. Damit koennen auch sehr kleine Ortsteile laendlicher Gemeinden muehelos gefunden werden. Im Beitrag wird die Anwendung des Programms beschrieben. Ferner wird auf die Systemvoraussetzungen und die Module des Programms eingegangen.]]></description>
      <pubDate>Fri, 19 Nov 2010 21:38:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/995523</guid>
    </item>
    <item>
      <title>A hybrid system for component selection experience with bearing selection</title>
      <link>https://trid.trb.org/View/770921</link>
      <description><![CDATA[More and more modern mechanical systems are assembled using prefabricated components. Optimal selection of these components has a strong effect on the quality and price of the system. The prerequisites of the selection are having access to the different component data selection, knowledge and cooperation of various softwares. This paper presents a hybrid system applied to mechanical engineering design for bearing selection. The system is based on the definition of the different bearing classes with object oriented language and a knowledge database for multiple decisions for a given application. The system is an interactive software package, ROULEXPERT that assists the designer in selection the correct combination of ball and roller bearings to support shaft for a given set of operating conditions. The system executes dynamically different methods and procedures to evaluate and extract characteristic data of the selected bearing from database. The selection procedure is demonstrated by an example. (A)]]></description>
      <pubDate>Thu, 22 Dec 2005 14:04:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/770921</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF OBJECT-ORIENTED DESIGN AND SPECIFICATIONS FOR IOWA DOT AND URBAN STANDARDS: PHASE I</title>
      <link>https://trid.trb.org/View/745697</link>
      <description><![CDATA[Currently, individuals including designers, contractors, and owners learn about the project requirements by studying a combination of paper and electronic copies of the construction documents including the drawings, specifications (standard and supplemental), road and bridge standard drawings, design criteria, contracts, addenda, and change orders.  This can be a tedious process since one needs to go back and forth between the various documents (paper or electronic) to obtain information about the entire project.  Object-oriented computer-aided design (OO-CAD) is an innovative technology that can bring a change to this process by graphical portrayal of information.  OO-CAD allows users to point and click on portions of an object-oriented drawing that are then linked to relevant databases of information (e.g., specifications, procurement status, and shop drawings).  The vision of this study is to turn paper-based design standards and construction specifications into an object-oriented design and specification (OODAS) system or a visual electronic reference library (ERL).  Individuals can use the system through a handheld wireless book-size laptop that includes all of the necessary software for operating in a 3D environment.  All parties involved in transportation projects can access all of the standards and requirements simultaneously using a 3D graphical interface.  By using this system, users will have all of the design elements and all of the specifications readily available without concerns of omissions. A prototype object-oriented model was created and demonstrated to potential users representing counties, cities, and the state. Findings suggest that a system like this could improve productivity to find information by as much as 75% and provide a greater sense of confidence that all relevant information had been identified.  It was also apparent that this system would be used by more people in construction than in design.  There was also concern related to the cost to develop and maintain the complete system.  The future direction should focus on a project-based system that can help the contractors and DOT inspectors find information (e.g., road standards, specifications, instructional memorandums) more rapidly as it pertains to a specific project.]]></description>
      <pubDate>Mon, 03 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/745697</guid>
    </item>
    <item>
      <title>PRELIMINARY OPTIMAL DESIGN OF CABLE-STAYED BRIDGES</title>
      <link>https://trid.trb.org/View/270200</link>
      <description><![CDATA[A methodology for preliminary design of cable-stayed bridges using optimization techniques is presented.  A simple model of the bridge, comprising beam elements for the longitudinal deck girder and tower and truss elements for stay cables, is used.  The computer program saddle is used for optimization. Constraints are placed on stresses, displacements and member sizes under multiple loading conditions.  The methodology enables the designer to vary the arrangement and size of stay cables and cross-sectional dimensions of the longitudinal deck girder.  Consequently an aesthetically pleasing as well as an economical and feasible design of a cable-stayed bridge can be obtained quickly and efficiently. (Author/TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:57:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/270200</guid>
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    <item>
      <title>THE VIRTUES OF ROAD TESTING IN PROVING GROUNDS</title>
      <link>https://trid.trb.org/View/670986</link>
      <description><![CDATA[Before the 1990s, most proving ground test activities were concerned with structural and engine durability. However, the growth and acceptance of simulation testing in laboratories and on computers has replaced these tests with a more cost- and time-effective solution, that can be applied earlier in the development process. Few vehicles are sold today without sophisticated safety, electronic control, and engine management systems. For safety and logistics reasons, tests on these computerised systems are better performed on the proving ground. Tests developed on the proving ground are the best judge of customer acceptance, although analysis tools are available to assess vehicle refinement. This article amplifies these themes, and indicates how to develop the proving ground's role in and beyond the year 2000. Most proving grounds are owned by manufacturers and located in the USA and Europe. The shortening of the vehicle development process, through computer-aided engineering (CAE), will affect testing in proving grounds and on public roads. The structural test laboratory is gradually being replaced by new CAE tools. Vehicle refinement or 'pleasability' is often today's differentiator between brands. The increasing electronic complexity of vehicles requires a completely new set of test procedures. In the 21st century, test centres for intelligent highway systems will also be needed.  For the covering abstract see ITRD E107095.]]></description>
      <pubDate>Fri, 08 Dec 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/670986</guid>
    </item>
    <item>
      <title>A SAFER ROUTE</title>
      <link>https://trid.trb.org/View/656192</link>
      <description><![CDATA[More than 42,000 people died in transportation-related incidents in 1997, making motor vehicle accidents the leading cause of death for individuals aged 1-34.  Engineers are improving design strategies and developing numerous roadside safety hardware.  One of the most promising new tools in the works is the Interactive Highway Safety Design Model, a software program being developed by the Federal Highway Administration in cooperation with state departments of transportation and several vendors.  When completed in 2002, the program will enable highway designers to evaluate the safety of specific geometric designs for rural two-lane highways.  It includes several modules that allow designers to assess the effect of various changes--for example, widening the shoulders.  Its design consistency module helps predict how a particular roadway alignment will affect driver behavior.  Other measures being looked at include crash cushions made from discarded tires, energy-absorbing guardrail terminals, and collapsible utility poles.  A sidebar examines cutting the cost of crash testing.]]></description>
      <pubDate>Sat, 10 Jun 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/656192</guid>
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