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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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    <item>
      <title>The Biomechanics of Brake Pedal Feel</title>
      <link>https://trid.trb.org/View/2784436</link>
      <description><![CDATA[Brake pedal feel is arguably the most important driver-facing characteristic of a vehicle’s brake system, as it represents the main interaction between the brake system and the driver and is experienced by the driver in every trip taken. It has traditionally been characterized by three fundamental curves - deceleration versus force at the pedal pad, deceleration versus travel at the pedal pad, and travel at the pedal pad versus force (which is derivable from the other two curves). These characterizations, while useful, stop short of describing what the driver actually experiences - felt through the forces in and contraction of his or her leg muscles. When brake pedal feel is traced away from the brake pedal pad and into the driver’s leg, a complex new system emerges, containing the brake system and the biomechanics of the driver. This expanded system is now subjected to - but can also help explain - influences such as seating position, foot position, brake pedal geometry, and the driver’s own biometrics (such as leg and foot dimensions). The present research covers the creation of a simplified biomechanical model of the driver and the brake system, and the use of this model to illustrate the influence of these new elements of the system and human-machine interactions on the driver’s perception of brake pedal feel. Observations are corroborated, to the extent possible while respecting propriety, to human driver feedback from clinics and from the field.]]></description>
      <pubDate>Tue, 29 Sep 2026 13:27:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2784436</guid>
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    <item>
      <title>Enhancing risk assessment of bridge construction: applying an integrated failure mode and effect analysis and analytic hierarchy process methods</title>
      <link>https://trid.trb.org/View/2727655</link>
      <description><![CDATA[Bridge construction projects demand a rigorous risk assessment process to ensure safety and structural integrity. Traditional risk assessment methods often operate in isolation, failing to manage risks objectively and effectively. This paper addresses this gap by integrating the analytic hierarchy process (AHP) and failure mode and effect analysis (FMEA) to assess risks in bridge construction projects. The proposed methodology identifies potential hazards and uses FMEA to calculate the risk priority number (RPN) for identified risks. These risks are further assessed through AHP, combining quantitative and qualitative evaluations. This approach leads to a more objective and effective risk evaluation, resulting in more reliable ranking and prioritisation of risks. By applying this novel approach, decision-making and risk mitigation strategies can be enhanced, improving the overall safety of bridge construction practices. This approach is validated with its application to the Jofra footbridge project in Libya.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:56:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727655</guid>
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    <item>
      <title>Parametric Design Framework of a Composite Footbridge Featuring Ultimate and Vibration Serviceability Limit States</title>
      <link>https://trid.trb.org/View/2713570</link>
      <description><![CDATA[Because of their geometry, materials, and the nature of the applied loads, pedestrian bridges are subject to dynamic effects that can compromise user comfort and safety. Therefore, this study conducts a design space exploration of composite footbridges with tubular profiles and a warren truss pattern. Accordingly, a framework composed of Rhinoceros (version 8), Grasshopper (version 6), and Karamba3D (version 3.1) software was developed to evaluate both the static and dynamic behavior of the footbridge, taking into account the structure’s natural frequencies. Geometric parameters (span, height, width, and modular spacing) and topological configurations were assessed, including variations in deck type (composite steel deck or precast concrete panel), presence of concrete top slab, lateral bracing, and lateral restrictions at the ends of the top chords, evaluating their influence on vertical and lateral vibration modes of the footbridge. A sampling methodology similar to Latin Hypercube was adopted, in which each combination of different parameters represents an instance. The analyses showed that the vertical vibration mode was more critical in relation to the adopted normative limit, with frequencies below 5.0 Hz for spans starting at 30 m, whereas in the lateral mode, all natural frequencies were above 2.5 Hz. Height-to-width ratios >1 increased the natural frequency of the vertical mode without significantly affecting the lateral mode, and are therefore recommended, especially for longer spans. The topological configuration featuring a deck of precast concrete panel, without a top slab and with lateral bracing, stood out for its superior performance regarding natural frequencies. The element that exhibited the greatest influence on the vertical vibration mode's natural frequency was the top chord, while in the lateral mode of the free model, the struts, verticals, and bottom chords became more influential as the span increased. In the model with lateral restriction at the top, the bottom and top chords had greater influence.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2713570</guid>
    </item>
    <item>
      <title>Analysis of Pedestrian-Induced Displacements on a Wooden Footbridge Using Dual Total Stations and Time-Series Alignment</title>
      <link>https://trid.trb.org/View/2721738</link>
      <description><![CDATA[This study investigates whether two total stations can be effectively used together to monitor small movements of a pedestrian footbridge and to better understand how the structure responds under pedestrian loading. The purpose was to test whether a dual-station setup can detect consistent displacement patterns at corresponding points, whether time-alignment methods improve data interpretation, and to what extent submillimeter displacements can be measured using nonrobotic instruments. Two different station configurations were evaluated: one in which the instruments observed corresponding points from opposite sides of the bridge and another in which they observed different points from the same side. Measurements were collected over two consecutive days during five pedestrian flow campaigns, with displacements tracked in longitudinal, transverse, and vertical directions. Dynamic time warping was applied to align manually collected time series. The results show that the dual-station setup can reliably capture coherent patterns of bridge motion, with the same-side configuration producing consistently strong agreement between stations (typical correlations of 0.70–0.85 across components). The opposite-side configuration showed more variable correlations (ranging from 0.30 to 0.75), which reflected the bridge’s quasi-static torsional response. Across all campaigns, empirical standard deviations of observation differences were between 0.1 and 0.5 mm, confirming that the system could resolve submillimeter displacements under both light and heavy pedestrian loading. Overall, the study demonstrates that a dual-station total-station approach, combined with time-series alignment, offers a practical and precise method for structural health monitoring of pedestrian bridges.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:55:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2721738</guid>
    </item>
    <item>
      <title>Integrated optimization framework for fire-resilient and sustainable hybrid steel-concrete composite footbridges</title>
      <link>https://trid.trb.org/View/2696279</link>
      <description><![CDATA[While structural optimization is essential for sustainable design, its potential for complex structures to enhance resilience to extreme events remains underexplored. Hybrid steel-concrete systems offer significant performance benefits, yet their efficiency under these critical scenarios requires further investigation. This study addresses these gaps by proposing a straightforward and integrated multi-objective optimization framework that treats fire performance as a primary design driver alongside cost, environmental impact, and pedestrian comfort. The framework is demonstrated on a 20 m simply supported steel-concrete composite footbridge composed of two hybrid welded I-girders and a 3 m-wide concrete deck, with design variables defined by geometry, material strengths, and the degree of composite interaction. Results demonstrate that hybrid girders are highly effective across all scenarios, reducing total costs relative to conventional girders while maintaining comparable environmental performance. These benefits are particularly significant for designs that prioritize dynamic efficiency, where cost reductions reach up to 21% even under high comfort requirements. Optimal configurations typically employ lower-strength steel for the web and higher-strength steel for the flanges, with a yield strength ratio of around 1.6 as a practical design recommendation. Fire safety is improved with more compact girders, whereas slender geometries enhance dynamic performance, highlighting the distinct nature of these objectives. Incorporating fire performance considerations at the conceptual design stage leads to safer, more resilient, and cost-effective footbridges with minimal environmental impact. Overall, the proposed framework promotes performance-based structural design by supporting informed decision-making across multiple competing criteria and extreme conditions.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696279</guid>
    </item>
    <item>
      <title>Development of a Depth-Camera-Based Foot Behavior Evaluation System with Automatic Hazard Scene Detection</title>
      <link>https://trid.trb.org/View/2706135</link>
      <description><![CDATA[This study proposes a system that automatically evaluates drivers' foot behavior based on driver monitoring, with the aim of assessing daily driving habits. A forward-facing camera was used to capture the driving environment, and a pre-trained Faster R-CNN model was applied for object detection, classifying hazardous situations into five levels. In parallel, a depth camera installed near the pedals measured the distance to the pedals, enabling foot actions to be classified into the same five-level scale. A foot behavior was considered safe if its level was equal to or higher than the corresponding hazardous situation level. Experiments using eight days of driving data from seven professional drivers showed that the hazardous situation classification achieved over 90% ture positive accuracy in all scenarios, while the agreement rate between the system's foot behavior evaluation and instructor assessments exceeded 95%.]]></description>
      <pubDate>Mon, 24 Aug 2026 09:03:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706135</guid>
    </item>
    <item>
      <title>A simplified method based on improved multiplication factors to assess crowd-induced vertical vibrations of footbridges</title>
      <link>https://trid.trb.org/View/2742412</link>
      <description><![CDATA[Due to the high mechanical performance of new structural materials, modern footbridges are usually slender and lightweight structures. It follows that their natural frequencies often fall within the typical range of pedestrian pacing frequencies, feature that renders them rather sensitive to human-induced vibrations. Special care is therefore needed to avoid excessive levels of swaying, both to safeguard pedestrians from being bothered by the sense of discomfort and to prevent the functionality of footbridges to be compromised. However, in contrast with the single person dynamic force, the characterisation of the crowd-induced loading is rather challenging, time-consuming, and thus scarcely compatible with the design stage needs. This paper proposes an analytical model based on the multiplication factor approach, which allows to predict the vertical crowd-induced response from that of a single pedestrian. The work is based on extensive numerical simulations, carried out in due respect of human-human interaction and pedestrian step forcing variability. Besides, the possibility of managing human-structure effects is also foreseen. The method is meant to handle the vibration serviceability check of a wide range of scenarios, including a broad spectrum of footbridge parameters and crowd densities. For validation purposes, model predictions are compared against regulations and experimental results.]]></description>
      <pubDate>Mon, 24 Aug 2026 08:44:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742412</guid>
    </item>
    <item>
      <title>Mechanical Structure Design and Dynamics Simulation of an Exoskeleton Leg Rehabilitation Robot</title>
      <link>https://trid.trb.org/View/2761700</link>
      <description><![CDATA[In response to the challenges of training and rehabilitation for patients with leg dysfunction, this research focuses on two core requirements: “bionic adaptation” and “safety assistance”. It introduces a novel exoskeleton leg rehabilitation robot designed to support diverse rehabilitation exercises for individuals with leg disabilities during therapy. The robot system consists of a lumbar support structure, thigh mechanical components, calf mechanical components, leg fixation straps, and foot mechanical structures, and achieves multi degree of freedom motion simulation through three main joints: hip joint, knee joint, and ankle joint. Each mechanical leg has three independent degrees of freedom, which can effectively simulate the natural movements of the human lower limb, such as flexion, extension, abduction, etc., during the gait cycle, thus meeting the functional needs of patients for different movement modes during rehabilitation training.On the basis of structural design, this study further utilizes multi-body dynamics simulation software ADAMS to conduct kinematic and dynamic analysis of the exoskeleton robot. By simulating the joint torque of the exoskeleton legs under ideal working conditions, the rationality and smoothness of the mechanism design are verified. The simulation results not only reflect the performance of the robot in typical rehabilitation actions, but also provide a theoretical basis and data support for the selection and parameter matching of key execution components (such as servo motors, reducers, etc.), laying an important foundation for the physical development and control strategy optimization of the robot system.]]></description>
      <pubDate>Wed, 19 Aug 2026 11:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761700</guid>
    </item>
    <item>
      <title>Dynamics of pedestrian timber bridges : experimental and numerical analyses at various stages of construction</title>
      <link>https://trid.trb.org/View/2751945</link>
      <description><![CDATA[Construction of pedestrian timber bridges is an important step towards creating a more sustainable future. However, bridges with resonance frequencies close to the pedestrian pacing frequencies can be susceptible to uncomfortable vibrations. Previous research work has shown that numerical models often require specific adjustments to agree with experimental results. The purpose of the present research project has therefore been to perform experimental and numerical dynamic analyses of five pedestrian timber bridges at different construction stages to increase the general knowledge regarding the implementation of more accurate finite element models. The results showed that calibration of the longitudinal stiffness at the supports were required for the girder and truss bridges in Papers I-II. The connection stiffnesses between the timber members were required to calibrate the truss and arch bridges in Papers III-IV. The stiffness of the pile foundations was implemented in Paper III to calibrate the first bending mode. A simplified model of the pile foundations by modelling the soil with springs provided adequate results compared to a detailed model with solid elements. The partial composite action of the mechanically connected arch segments and vertical web members was quantified from laboratory experiments and was subsequently implemented in the numerical model of the finished arch bridge in Paper IV, which reduced the stiffness of the first lateral and torsional modes. The reduced axial stiffness of the stays due to their deformed catenary shape was implemented to fine-tune the first bending mode for the cable-stayed bridge in Paper V. The asphalt could generally be modelled as a mass at warm temperatures, but consideration of the asphalt stiffness was required at cold temperatures. Certain structural aspects such as the asphalt continuity at bridge ends and continuity between individual cross-laminated timber elements were also introduced.]]></description>
      <pubDate>Fri, 07 Aug 2026 08:34:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2751945</guid>
    </item>
    <item>
      <title>Development of a CAV Testbed-enhanced Smart Campus at Morgan State University – Phase IV: Smart Corridor Expansion and Data-Driven Intersection Safety Monitoring</title>
      <link>https://trid.trb.org/View/2742148</link>
      <description><![CDATA[Phase IV builds upon the infrastructure and algorithms developed in Phases I through III by expanding the SMART corridor testbed and introducing a data-driven framework for continuous intersection safety monitoring. While earlier phases focused on LiDAR-enabled signal control and connected vehicle messaging, this phase emphasizes corridor expansion, safety analytics, and statewide V2X readiness.

The project analyzes pedestrian safety near the pedestrian bridge within the SMART corridor to understand unsafe crossing behavior and vehicle-pedestrian conflicts, and develops a new Intersection Safety Score framework using LiDAR trajectory data and signal-violation metrics, integrated into a Power BI dashboard for real-time monitoring. The SMART corridor testbed will be expanded to the Hillen Road and Harford Road intersection, a statewide inventory and operational assessment of Roadside Units (RSUs) across Maryland will be conducted, and the team will collaborate with Baltimore City DOT to integrate advanced V2X signal applications including SPaT broadcasting and LiDAR-based signal actuation.

The project will deliver a comprehensive analysis of pedestrian safety risks near the SMART corridor pedestrian bridge; an Intersection Safety Score methodology that quantifies intersection risk using trajectory-based conflict analysis of red- and yellow-light violations, vehicle-vehicle and vehicle-pedestrian conflicts, and near-miss events; and a Power BI safety-monitoring dashboard enabling agencies to visualize and track intersection safety performance. It will expand the SMART corridor testbed to the Hillen Road and Harford Road intersection through LiDAR installation, sensor calibration, and integration with existing connected vehicle systems. A statewide inventory and operational readiness assessment of Maryland’s RSUs will evaluate device status, firmware compatibility, and SAE J2735 messaging capability, and the project will conduct field validation of V2X-enabled signal applications, including SPaT broadcasting, LiDAR-based signal actuation, and trajectory-based interventions such as dynamic all-red extensions.

]]></description>
      <pubDate>Sat, 01 Aug 2026 10:38:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742148</guid>
    </item>
    <item>
      <title>Analysis of Foot Kinematics During Organ-Type Brake Pedal Operation</title>
      <link>https://trid.trb.org/View/2695908</link>
      <description><![CDATA[This study examines the effects of dimensional variations in organ-type brake pedals, expected to become prevalent with brake-by-wire adoption, on foot kinematics during operation. It highlights how the presence or absence of the relative distance between the plane of the pedal surface and a parallel plane passing through the pedal's rotation axis (pedal surface offset) influences toe flexion during pedal operation, subsequently impacting insole load distribution.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695908</guid>
    </item>
    <item>
      <title>Study on Behavior of Social Groups in Pedestrian Flow at Staircase of Foot-Over Bridge of a Railway Station</title>
      <link>https://trid.trb.org/View/2671901</link>
      <description><![CDATA[Most of the pedestrian facilities with pedestrian flow is not specifically governed by traffic rules but is more based on the social and psychological aspects of individual pedestrians. The pedestrian crowds generally consist of social groups and the group interactions greatly affect crowd behavior thus, it is necessary to understand the effect of groups on pedestrian flow. However, most of the research in this area has not considered group dynamics of pedestrian flow on pedestrian facilities like staircase of foot-over bridge of railway station. The characteristics of pedestrian flow while moving up and down stairs of foot-over bridge at railway stations in Villupuram, India, have been studied. Using the video graphic method, data is collected during morning and evening peak periods. The movement trajectories were extracted using a semi-automated pedestrian trajectory extractor. The individual and group characteristics were further compared to study the effect of social groups on walking behavior of pedestrian flow. The inferences from this study can be further used to understand crowd dynamics and improve pedestrian facilities. The design requirements may be amended to meet the demands of pedestrians and to provide effective management of pedestrian flows at the train station’s staircase of foot-over bridge.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671901</guid>
    </item>
    <item>
      <title>Three-Dimensional Flutter Characteristics of a Long-Span Shallow Stress-Ribbon Pedestrian Bridge</title>
      <link>https://trid.trb.org/View/2720575</link>
      <description><![CDATA[Earlier studies on stress-ribbon bridges showed that their natural modes of lateral vibration may be coupled with torsional motion; however the influence of coupling on flutter instability remains largely unexplored. This study aims to clarify the flutter mechanism of shallow stress-ribbon bridges and its implications on applicability of section model tests. Aeroelastic stability analysis of a 618 m long pedestrian stress-ribbon bridge is carried out by complex eigenvalue method. Several nominal flutter critical points are observed, corresponding to different torsional-mode branches. The fundamental flutter with the lowest critical wind velocity is originated from the coupled lateral–torsional mode branch; the corresponding flutter mode shape is characterized by the coupled vertical–torsional motion with a significant lateral component. The spring-mounted section model tests further confirm that the coupled lateral–torsional mode branch triggers flutter prior to the pure torsional mode branch. In addition, bimodal flutter analysis indicates that the multimode contribution effect is negligible for the fundamental flutter, but it becomes significant for the higher-mode flutter. When the self-excited drag forces and the forces (lift and moment) excited by lateral motion are considered, the critical wind velocity can decrease up to 11.1%, depending on the magnitudes of these forces. The wind-resistant cable scheme increased the flutter onset velocity by 115%, reaching 86.0  m/s. The present study underscores the importance of three-dimensional flutter analysis to select a suitable mode combination for wind tunnel tests, and highlights the contribution from drag forces and forces due to lateral motion that should be considered carefully.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720575</guid>
    </item>
    <item>
      <title>Dynamics of bidirectional pedestrian flow on a ramp at different movement urgency levels</title>
      <link>https://trid.trb.org/View/2726720</link>
      <description><![CDATA[Understanding dynamics of pedestrian flow on ramps is crucial for crowd management in public places in daily life as well as in an emergency. However, research about pedestrian flow on ramps is limited, especially for bidirectional flow. In this study, an experiment of bidirectional flow at different urgency levels (normal walking and fast walking) are conducted on a ramp. The lane formation, crossing behavior, nearest neighbor, fundamental diagrams, congestion level and crowd danger are analyzed. It is shown that more lanes form in balanced flow compared to that in unbalanced flow. In unbalanced flow, pedestrians in minor flow need more time to cross the corridor compared to that in major flow, especially under fast walking conditions. In bidirectional flow, most of the nearest neighbors will stay at the two sides of the ascending and descending pedestrians, but the nearest neighbors of pedestrians in minor flow walk in front and behind more frequently under both normal and fast walking conditions. According to density-speed and density-specific flow relations, the speed and specific flow under fast walking conditions are both higher at the same density than those under normal walking conditions. The flow ratio will also influence the density-speed relation. The crowd risk of pedestrian flow on the ramp is the highest under fast bidirectional flow conditions. The authors hope the study is helpful for the safety management of bidirectional flow on the ramp.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:49:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2726720</guid>
    </item>
    <item>
      <title>A Case Study on Bridge Rotation Construction Method in River Crossing Pedestrian Bridge-Taking the Chang an Bridge as an Example</title>
      <link>https://trid.trb.org/View/2671514</link>
      <description><![CDATA[Xizhi District, located in northern Taiwan and flown through by the Keelung River, has faced significant flood hazards over the years. To address the risk of flooding, the river management authority urged the New Taipei City (NTPC) Government to promptly demolish three old bridges that did not meet the required flood protection criteria. Among these bridges, the NTPC selected Chang An Bridge, which measured 108 m*10 m, as the first project for reconstruction. To strike a balance between local traffic needs and flood risk mitigation, the decision was made to construct a new pedestrian and bike bridge to replace the old one. Several constraints had to be considered for the project. Firstly, the new bridge needed to be elevated 2.5 m higher than the old bridge, requiring careful design of the connections between the bridge ends and the adjacent roads. Secondly, permanent piers were not permitted in the river channel. Thirdly, the working platform in the riverbed had to be dismantled during the typhoon season. After extensive discussions, the NTPC opted for a steel truss bridge and the bridge rotation method (BRM) for the project. Additionally, the city government planned to use the old bridge as an assembly platform. This arrangement not only effectively reduced project costs and duration but also minimized the risks associated with working in the river channel. Thus, the case study demonstrated that BRM facilitated a faster, safer, and more cost-effective bridge reconstruction project.]]></description>
      <pubDate>Tue, 30 Jun 2026 16:05:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671514</guid>
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