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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>
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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>Adaptive control of mobile manipulators subject to external force and uncertainties</title>
      <link>https://trid.trb.org/View/1240317</link>
      <description><![CDATA[This paper addresses the trajectory tracking control of a non-holonomic wheeled mobile manipulator subjected to uncertainties and external force. The proposed algorithm is robust adaptive control strategy where external force and uncertainties are compensated by adaptive update techniques. The proposed algorithm makes the robot follow simultaneously desired end-effector and platform trajectories in task space without violating the non-holonomic constraints. The system stability and the convergence of tracking errors are rigorously proved using a Lyapunov theory. Simulation results are given to illustrate the effectiveness of the proposed robust adaptive control law in comparison with a classical Computed Torque Controller (CTC).]]></description>
      <pubDate>Tue, 19 Feb 2013 08:53:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1240317</guid>
    </item>
    <item>
      <title>Nature and/or nurture? Analyzing the determinants of transit ridership across US urbanized areas</title>
      <link>https://trid.trb.org/View/876884</link>
      <description><![CDATA[Public subsidy of transit services has increased dramatically in recent years, with little effect on overall ridership. Quite obviously, a clear understanding of the factors influencing transit ridership is central to decisions on investments in and the pricing and deployment of transit services. Yet the literature about the causes of transit use is quite spotty; most previous aggregate analyses of transit ridership have examined just one or a few systems, have not included many of the external, control variables thought to influence transit use, and have not addressed the simultaneous relationship between transit service supply and consumption. This study addresses each of these shortcomings by (1) conducting a cross-sectional analysis of transit use in 265 US urbanized areas, (2) testing dozens of variables measuring regional geography, metropolitan economy, population characteristics, auto/highway system characteristics, and transit system characteristics, and (3) constructing two-stage simultaneous equation regression models to account for simultaneity between transit service supply and consumption. The authors find that most of the variation in transit ridership among urbanized areas - in both absolute and relative terms - can be explained by factors outside of the control of public transit systems: (1) regional geography (specifically, area of urbanization, population, population density, and regional location in the US), (2) metropolitan economy (specifically, personal/household income), (3) population characteristics (specifically, the percent college students, recent immigrants, and Democratic voters in the population), and (4) auto/highway system characteristics (specifically, the percent carless households and non-transit/non-SOV trips, including commuting via carpools, walking, biking, etc.). While these external factors clearly go a long way toward determining the overall level of transit use in an urbanized area, the authors find that transit policies do make a significant difference. The observed range in both fares and service frequency in the sample could account for at least a doubling (or halving) of transit use in a given urbanized area. Controlling for the fact that public transit use is strongly correlated with urbanized area size, about 26% of the observed variance in per capita transit patronage across US urbanized areas is explained in the models presented here by service frequency and fare levels. The observed influence of these two factors is consistent with both the literature and intuition: frequent service draws passengers, and high fares drive them away.]]></description>
      <pubDate>Wed, 31 Dec 2008 08:03:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/876884</guid>
    </item>
    <item>
      <title>The Future Development of Airports: A Multidimensional Examination</title>
      <link>https://trid.trb.org/View/850078</link>
      <description><![CDATA[The development of airports as the main component of air transport system infrastructure is influenced by direct external developments (such as the globalisation and privatisation of the airline industry, deregulation of domestic and liberalisation of international markets, increased airline competition and volatile prices of the major airlines) and indirect external developments (such as socio-economic forces and political events influencing the growth of air transport demand). This paper examines the past, current and future development of airports through four dimensions: (i) operational, sizing, and design of the airside and landside infrastructure; (ii) economic; (iii) environmental; and (iv) social. The prospective future development of airports through these dimensions is synthesised using cases from the European and the US air transport systems.]]></description>
      <pubDate>Fri, 21 Mar 2008 08:49:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/850078</guid>
    </item>
    <item>
      <title>THE EARTHQUAKE EQUATION OF MOTION</title>
      <link>https://trid.trb.org/View/498497</link>
      <description><![CDATA[In solving the fundamental equation of forced motion in Dynamics, one must often make arbitrary assumptions and interpretations to arrive at practical solutions of the equation of motion.  Consequently, one may arrive at conflicting results. A typical example is the dynamic solution of structures for external forces as opposed to similar solution for internal mass-inertia forces from earthquakes.  External forces can be from wind and explosion.  As shown in this paper, seismic codes are solving these two problems similarly, thus erroneously. They must use different forms and different physical units of the equation of motion.  In showing this, the author also proves mathematically that the basic seismic Equation 28.1 of the 1994 Uniform Building Code (UBC) is not safe for the design and construction of buildings and structures.  He previously made this claim to the International Conference of Building Officials (ICBO) at a Public Hearing in Sparks, Nevada, February 2, 1996 (Item 185).  The author is publishing this mathematical proof for the first time.  It supports his proposed code change of Item 185 to ICBO.  His original proposal was for a radical change to a conservative elastic design.  ICBO published Item 185 in Part III, Building Standards, Nov./Dec. 1995.  However, in this paper, the author proves that an inelastic design solution is also a safer seismic design solution if the correct assumptions or equation of motion is used.]]></description>
      <pubDate>Mon, 08 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498497</guid>
    </item>
    <item>
      <title>CROSSOVER OF INTEGRAL-RING BUCKLE ARRESTOR: COMPUTATIONAL RESULTS</title>
      <link>https://trid.trb.org/View/482378</link>
      <description><![CDATA[The potential for catastrophic collapse in deepwater pipelines due to the propagating buckle phenomenon can be mitigated. Stiffeners known as arrestors are placed at certain intervals along the pipeline to limit damage inflicted on the pipeline. The authors present a method of analysis for the "integral-ring" arrestor, which seems to be the most efficient.  To understand the dynamics of arrestor crossover, both the quasi-static and dynamic crossover pressures are calculated and compared for a pipe-arrestor combination that has been tested previously.  The computational results agree with experimental findings and suggest only a small difference between quasi-static and dynamic crossover pressures for this pipe-arrestor combination.  In addition, the authors show that the interaction between the pipe and the pressurizing fluid may account for an increase in the dynamic crossover pressure above the quasi-static value.]]></description>
      <pubDate>Sun, 27 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482378</guid>
    </item>
    <item>
      <title>TUBULAR MEMBERS. I: STABILITY ANALYSIS AND PRELIMINARY RESULTS</title>
      <link>https://trid.trb.org/View/452847</link>
      <description><![CDATA[A finite-element method for the analysis of tubular member stability under combined external pressure and structural loads is presented.  For the purposes of research, a tube element is developed.  While polynomial interpolation is employed in the longitudinal direction, Fourier series expansions of the displacement components are adopted at the nodal cross sections. The formulation accounts for large inelastic deformation and recognizes initial imperfections and residual stresses. Arc-length procedures are implemented to trace unstable equilibrium paths.  A simple, yet effective estimate of the contribution of external pressure to the tube element stiffness matrix--particularly significant in the analysis of slender tubes--is included.  The authors report and discuss the preliminary results regarding the behavior of tubular members subjected to pressure and bending.  Summarized are the effects of initial imperfections and residual stresses on the response to pressure along with bending.  Finally, the influence of residual stresses on thrust-moment interaction in tubular beam-columns is explored briefly.]]></description>
      <pubDate>Fri, 12 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452847</guid>
    </item>
    <item>
      <title>TUBULAR MEMBERS. II: LOCAL BUCKLING AND EXPERIMENTAL VERIFICATION</title>
      <link>https://trid.trb.org/View/452848</link>
      <description><![CDATA[The capacity of tubular members under combined loading due to external pressure and bending is summarized in this paper.  A nonlinear finite-element method is used, which is outlined in a companion paper.  Three-dimensional analyses are conducted towards the study of the effects of localized deformation.  To confirm the validity of the analytical method, calculations are derived and compared with data from long-column and stub-column tests.  Two-dimensional calculations provide accurate estimates of the bending capacity of long, unstiffened tubes.  However, three-dimensional effects must be considered when dealing with short tubes.  Short tubes undergo substantial inelastic deformation prior to buckling at a level of moment higher than the plastic moment.  The presence of external pressure reduces the bending capacity and ductility of tubular members.  Finally, the analytical results illustrate the beneficial effects of capped-end compression on the pressure capacity of stub tubes.]]></description>
      <pubDate>Fri, 12 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452848</guid>
    </item>
    <item>
      <title>MODEL STUDY ON ARCHING ABOVE BURIED STRUCTURES</title>
      <link>https://trid.trb.org/View/127269</link>
      <description><![CDATA[THE AUTHORS ESTABLISH AN ANALYTICAL STRUCTURAL MODEL OF ARCHING ABOVE AN UNDERGROUND STRUCTURE. THE MODEL WAS BASED ON VARIOUS EXPERIMENTAL PARAMETERS, PERMITTED ANALYSIS OF THE BEHAVIOR OF THE SOIL-STRUCTURE SYSTEM AND PROVIDED DESIGN CRITERIA FOR BURIED STRUCTURES. OWING TO RELATIONS BETWEEN STRUCTURE AND SOIL RIGIDITIES, STRESS TRAJECTORIES ARISE IN SOIL IN A SHAPE OF AN ARCH THAT TRANSMITS FORCES FROM ABOVE THE STRUCTURE TO THE ARCH ABUTMENTS. IT IS ASSUMED THAT THE BEHAVIOR OF THIS STRUCTURAL ARCH IS GOVERNED BY THE SOIL CHARACTERISTIC AND BY THE SUPPORT CONDITIONS ALONG THE ARCH AND ITS ABUTMENTS. AN EXPERIMENTAL STUDY CARRIED OUT IN A GLASS WALLED CONTAINER, FILLED WITH SAND, CAN BE SUMMARIZED AS FOLLOWS: (1) ARCHING INCREASES WITH STRUCTURE DEPTH BUT TENDS TOWARD A DEFINITE VALUE, (2) ARCHING INCREASES WITH EXTERNAL LOAD AND THE RATE OF THIS INCREASE VARIES WITH DEPTH, (3) ARCHING INCREASES WITH THE HEIGHT OF PROTRUDING ROOFS; VANISHING WITH INCREASING DEPTH, AND (4) A DIRECT RELATION CAN BE FOUND BETWEEN THE ARCHING AND THE SAND RIGIDITY AT THE ARCH ABUTMENTS. /ASCE/]]></description>
      <pubDate>Fri, 30 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127269</guid>
    </item>
    <item>
      <title>STRENGTHENING OF A LONG SPAN PRESTRESSED SEGMENTAL BOX GIRDER BRIDGE</title>
      <link>https://trid.trb.org/View/413802</link>
      <description><![CDATA[The Grand-Mere Bridge in the Province of Quebec is a 285 m (935 ft) long, cast-in-place, segmental box girder bridge that experienced several problems which resulted in distress characterized by an increasing deflection combined with localized cracking.  These defects were due mainly to insufficient prestressing causing high tensile stresses in the deck and possible corrosion of the prestressing steel.  To remedy this situation, the Quebec Ministry of Transportation strengthened the bridge by adding external prestressing equivalent to 30% of the remaining internal prestressing.  The paper describes the causes of the distress and focuses on the assumptions adopted in the analyses to determine the current state of the bridge.  The technique and design criteria used in strengthening the Grand-Mere Bridge are described.  Also, the construction aspects and the various problems met during the external prestressing operation are discussed.  The new technology and experience gained in strengthening this structure can be applied to both pretensioned and post-tensioned concrete bridges.]]></description>
      <pubDate>Tue, 15 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413802</guid>
    </item>
    <item>
      <title>MONITORING OF A PRESTRESSED SEGMENTAL BOX GIRDER BRIDGE DURING STRENGTHENING</title>
      <link>https://trid.trb.org/View/413803</link>
      <description><![CDATA[The Grand-Mere Bridge, a 285 m (935 ft) long cast-in-place segmental box girder bridge, experienced some distress which required strengthening by adding external prestressing equivalent to 30% of the remaining internal prestressing.  An extensive research program was undertaken with the objectives of measuring the external prestressing effects on the existing bridge and validating several design assumptions.  The testing program comprised various measurements.  Instrumentation included electrical strain gauges, mechanical strain gauges, thermocouples, and surface and embedded vibrating wire gauges. One mobile and two permanent data acquisition systems were used, together with manual reading devices.  This paper presents details of the instrumentation program.  Some field measurements are presented and comparisons with several design assumptions are discussed.  The technology gained from this project is also applicable to precast, prestressed concrete bridges.]]></description>
      <pubDate>Tue, 15 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413803</guid>
    </item>
    <item>
      <title>CONSOLIDATION OF SATURATED SOIL, UPON ACTION OF EXTERNAL LOAD NORMAL TO BOUNDARY OF HALF-SPACE</title>
      <link>https://trid.trb.org/View/127005</link>
      <description><![CDATA[IN THE THEORY OF TERZAGHI (1931), GERSEVANOV (1933), AND FLORIN (1959), THE WATER SATURATING THE SOIL PORES IS CONSIDERED TO BE INCOMPRESSIBLE AND THEREFORE WHEN AN EXTERNAL LOAD IS APPLIED TO THE SOIL THERE INSTANTANEOUSLY APPEARS IN THE WATER A CERTAIN INITIAL DISTRIBUTION OF THE PRESSURE. THIS PRESSURE CAUSES FILTRATION OF THE WATER TO EXTERNAL DRAINS AND CONSOLIDATION OF THE SOIL. UPON CONSOLIDATION OF THE SOIL THE PRESSURE IN THE WATER SATISFIES FOURIER'S EQUATION IN PARTIAL DERIVATIVES, THE INITIAL CONDITION AND THE BOUNDARY CONDITIONS IN THE PLANE IN WHICH THE LOAD IS APPLIED AND AT INFINITY. THIS PAPER CONTAINS THE SOLUTION OF THE PROBLEM OF SOIL CONSOLIDATION FOR THE CASE WHEN THERE IS DRAINAGE IN THE PLANE OF LOAD APPLICATION. SOLUTIONS HAVE BEEN OBTAINED FOR A LOAD APPLIED NORMALLY TO THE BOUNDARY OF THE HALF-SPACE AND UNIFORMLY DISTRIBUTED ALONG THE LENGTH OF A STRAIGHT LINE, A CIRCLE, AND THE AREA OF A CIRCLE. THE SOLUTIONS HAVE BEEN FOUND BY MEANS OF SUPERPOSITION OF POINT DIPOLES. THEY COVER CASES OF LOADS CHANGING IN TIME IN ACCORDANCE WITH A GRADUATED SCHEDULE, AS WELL AS THE CASE OF PERVIOUS SOIL WITH A FINITE LAYER THICKNESS. /LCPC/RRL/A/]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127005</guid>
    </item>
    <item>
      <title>STABILITY OF ROCK SLOPES, A THREE-DIMENSIONAL STUDY</title>
      <link>https://trid.trb.org/View/127306</link>
      <description><![CDATA[THE STABILITY OF A ROCK SLOPE OR FOUNDATION IS ANALYZED IN TERMS OF SLIDING ALONG GEOLOGICAL SURFACES OF SEPARATION. THE PROPOSED METHOD CONSIDERS ROCK VOLUMES LIMITED BY THREE INTERNAL PLANE SURFACES AND THE NATURAL GROUND SURFACE. THE APPLIED FORCES ARE WEIGHT, EXTERNAL LOADS, PORE PRESSURE. THE RESISTANCE TO SLIDING IS DUE TO FRICTION ON THE INTERNAL PLANES OF SEPARATION. THE EQUILIBRIUM IS THREE-DIMENSIONAL. GEOMETRY, KINEMATICS, AND STATICS ARE FIRST DESCRIBED, ASSUMING THAT MOVEMEMENT CAN ONLY BE TRANSLATION. THE TRACES OF FORCES AND PLANES ON A UNIT SPHERE ARE USED FOR AN EXHAUSTIVE DISCUSSION OF THE PROBLEM. IT IS THUS POSSIBLE TO COMPARE THE WEIGHT OF THE DIFFERENT PARAMETERS COVERING EQUILIBRIUM, A COMPARISON WHICH HAS MORE MEANING TO THE ENGINEER THAN THE COMPUTATION OF A SO-CALLED FACTOR OF SAFETY. /ASCE/]]></description>
      <pubDate>Thu, 22 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127306</guid>
    </item>
    <item>
      <title>DYNAMICS OF ELASTIC CABLE UNDER PARAMETRIC AND EXTERNAL RESONANCES</title>
      <link>https://trid.trb.org/View/409516</link>
      <description><![CDATA[A nonlinear dynamic model was developed for an elastic cable under parametric and external resonances.  Numerical analysis was conducted to investigate the dynamic responses of the elastic suspended cable, which contained cubic nonlinearities due to cable stretching and quadratic nonlinearities due to equilibrium cable curvature in a tilted configuration.  Additional parametric analyses were pursued to distinguish between parametric and external resonances and their couplings.  Researchers determined that excitation amplitudes and tilted angles play a significant role in parametric and external resonances.]]></description>
      <pubDate>Thu, 15 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409516</guid>
    </item>
    <item>
      <title>DO EXTERNAL BENEFITS COMPENSATE FOR EXTERNAL COSTS OF TRANSPORT?</title>
      <link>https://trid.trb.org/View/408782</link>
      <description><![CDATA[Positive externalities of transport play a growing role in the political discussion. If one concentrates on externalities of infrastructure use it is easy to show that the number and the relevance of positive externalities is low. Most of the effects mentioned such as improvement of economic efficiency or development of new consumption/production strcutures are basically not external but normal consumer's or producer's surpluses induced by market interactions. Therefore, there is no reason to subtract external benefits from the external cost bills of traffic modes which are detrimental to the environment.]]></description>
      <pubDate>Thu, 25 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408782</guid>
    </item>
    <item>
      <title>ANALYSIS OF EMBEDDED FOUNDATIONS BY SUBSTRUCTURE-DELETION METHOD</title>
      <link>https://trid.trb.org/View/408928</link>
      <description><![CDATA[This paper presents an alternative formulation of the substructure deletion method for the dynamic analysis of three-dimensional embedded foundations subjected to applied external forces and to incoming seismic waves.  To analyze embedded foundations of arbitrary shape, boundary-element method (BEM) and finite-element method (FEM) are typically employed, each overcoming the limitations of the other.  However, this formulation relies on the BEM for interior and exterior analysis. Such a method was used in the computation of the impedance matrix and of the foundation input motion for square embedded foundations with different embedments.  The efficiency of the proposed alternative formulation is particularly useful in the case of shallow foundations.]]></description>
      <pubDate>Thu, 25 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408928</guid>
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