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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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    <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>NEW APPROXIMATIONS FOR SORM: PART 2</title>
      <link>https://trid.trb.org/View/542922</link>
      <description><![CDATA[In the second-order reliability method, the Hessian matrix is used to construct a paraboloid approximation of the limit state surface and compute a second-order estimate of the failure probability.  In this paper, a practical point-filling second-order reliability approximation is proposed, by which the explicit second-order approximation of the performance function is obtained directly in standard normal space with neither the computation of Hessian matrix nor the computation of gradients of the function.  Once the point-fitted performance function is obtained, the failure probability is estimated by the empirical second-order reliability index, which is generally simple and works well compared to other second-order reliability method formulas.  For accurate computation of the failure probability, an IFFT method is proposed, from which the failure probability is obtained conveniently using the Inverse Fast Fourier Transformation.  The proposed methods are investigated and their accuracy and efficiency are demonstrated using numerical examples.]]></description>
      <pubDate>Wed, 06 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542922</guid>
    </item>
    <item>
      <title>FAILURE TIME PREDICTION OF DETERIORATING FAIL-SAFE STRUCTURES</title>
      <link>https://trid.trb.org/View/542989</link>
      <description><![CDATA[Structural evaluation and design have been dominated by component safety checks.  Current reliability based codes for buildings and bridges are largely limited to individual structural component checks and do not generally include requirements for system reliability.  Also, these codes do not consider the potential damaged states of a structural system and the ability of the damaged system to continue to carry loads. Furthermore, current codes do not entail the prediction of the failure time of deteriorating structural systems under time-varying loads.  In this study, the reliability of deteriorating fail-safe structures is investigated using a time-variant parallel system reliability approach in which both load and resistance are time dependent. Monte Carlo simulation is used to find the cumulative-time system failure probability. Numerical examples are presented to illustrate the effects of various parameters such as variabilities in live loads, live load occurrence rate, live to dead load ratio, strength loss rate, resistance correlation, and number of degrading members on the cumulative-time failure probability of deteriorating fail-safe system.  Postfailure behavior of components and load redistribution effects are also considered.  The results can be used to better predict the failure time of deteriorating fail-safe structures, such as redundant reinforced concrete bridges under corrosion attack, and to develop optimal lifetime reliability based maintenance strategies for these structures.]]></description>
      <pubDate>Wed, 06 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542989</guid>
    </item>
    <item>
      <title>RELIABILITY-BASED STRENGTH REDUCTION FACTOR FOR BOND</title>
      <link>https://trid.trb.org/View/635803</link>
      <description><![CDATA[The formulation of a reliability-based strength-reduction (phi) factor for developed and spliced bars is described.  Conventional and high relative rib area bars, both with and without confining reinforcement, are considered.  The phi-factor is determined using statistically based expressions for development/splice strength and Monte Carlo simulations of a range of beams.  The overall approach is applicable to the calculation of phi-factors for all types of loading on reinforced concrete.  A strength-reduction factor of 0.9 is obtained for the design expressions for development/splice length, based on a probability of failure in bond equal to approximately one-fifth of the probability of failure in bending or combined bending and compression.  The value phi=0.9 is incorporated into two expressions for development/splice length in a manner that is transparent to the user.  A major advantage of each of the final expressions is that they provide identical values for development and splice length, removing the need to multiply development length by 1.3 or 1.7 to obtain the length of most splices.]]></description>
      <pubDate>Mon, 07 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635803</guid>
    </item>
    <item>
      <title>PREDICTION OF FAILURE LOAD OF R/C BEAMS STRENGTHENED WITH FRP PLATE DUE TO STRESS CONCENTRATION AT THE PLATE END</title>
      <link>https://trid.trb.org/View/485982</link>
      <description><![CDATA[Epoxy-bonding a composite plate to the tension face is an effective technique for repair and retrofit of reinforced concrete beams.  Experiments have indicated local failure of the concrete layer between the plate and longitudinal reinforcement in retrofitted beams.  This mode of failure is caused by local stress concentration at the plate end as well as at the flexural cracks.  This paper presents a method for calculating shear and normal stress concentration at the cutoff point of the plate. This method has been developed based on linear elastic behavior of the materials.  The effect of the large flexural cracks along the beam has also been investigated.  The model has been used to find the shear stress concentration at these cracks.  The predicted results have been compared with both the finite element method and experimental results.  The analytical models provide closed form solutions for calculating stresses at the plate ends that can easily be incorporated into design equations.]]></description>
      <pubDate>Wed, 13 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485982</guid>
    </item>
    <item>
      <title>ARMING THE OPERATIONS AND MAINTENANCE DEPARTMENTS AGAINST POOR SYSTEM RELIABILITY</title>
      <link>https://trid.trb.org/View/477416</link>
      <description><![CDATA[In today's environmental climate of fiscal belt-tightening, expanding transit properties are in a constant battle to reduce capital costs and compress construction schedules.  Under this pressure, time budgeted for pre-revenue operations and performance evaluations has been minimized.  This paper will outline a process implemented by the Los Angeles MTA to monitor, measure, and document a system's reliability by incorporating Reliability Demonstration Test (RDT) programs into Metro Rail systems contracts.  The process will include: providing methods for tracking and identifying failure trends; writing specification provisions for contractor's support of the RDT; and documenting the reliability of equipment.]]></description>
      <pubDate>Wed, 29 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477416</guid>
    </item>
    <item>
      <title>DERAILMENT PREVENTION: EARLY DETECTION IS THE KEY</title>
      <link>https://trid.trb.org/View/477366</link>
      <description><![CDATA[This is the second installment in a three-part series of articles examining the causes and reasons for the substantial reduction in the number of railroad derailments.  This article identifies the application of leading edge technologies to detect potential derailments, and the implementation of vehicle and track infrastructure improvements as some of the major reasons for the dramatic reduction.  Increasingly reliable trackside and vehicle borne detectors, many microprocessor based, are finding and eliminating the potential causes of train accidents, most often hot boxes and broken rail.]]></description>
      <pubDate>Mon, 20 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477366</guid>
    </item>
    <item>
      <title>PROTOCOL FOR IN-SERVICE EVALUATION OF BRIDGES WITH EPOXY-COATED REINFORCING STEEL</title>
      <link>https://trid.trb.org/View/482990</link>
      <description><![CDATA[This digest announces the results of NCHRP Project 10-37B, "Protocol for the Evaluation of Existing Bridges Containing Epoxy-Coated Reinforcing Steel".  Research and experience indicate the potential for future failures in the performance of epoxy-coated reinforcing steel in concrete bridges.  Although not yet experiencing failures and seeing little sign they will, many transportation departments will be examining their existing structures in light of this potential for failure.  To foster a better understanding of the problem, a resource document to guide these examinations and to provide some uniformity in the data collected has been prepared.  The data to be collected will help define failure mechanisms, improve the prediction of failures, and guide improvements in the corrosion protection of reinforced concrete bridges.]]></description>
      <pubDate>Mon, 12 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482990</guid>
    </item>
    <item>
      <title>STRENGTH OF WEBS SUBJECTED TO COMPRESSIVE EDGE LOADING</title>
      <link>https://trid.trb.org/View/481822</link>
      <description><![CDATA[Investigators analyze the behavior and strength of hot rolled beams and fabricated plate girders, which are subjected to localized edge loading in the plane of the web.  Research conducted over the past 50 years has shown that failure occurs due to web crippling, which is characterized by elastoplastic postbuckling of the web plate accompanied by the formation of a plastic collapse mechanism in the flange.  Tests have also revealed that ultimate loads are approximately proportional to the square of the web plate thickness, with other parameters like web depth, flange width and thickness, and even material yield strength being much less significant.  Available test results are summarized and previously developed mechanism solutions for edge loading between vertical web stiffeners are modified to produce improved predictions of failure loads.  The mechanism solutions are also reduced to simple closed form expressions for practical routine application, which are adapted to predict web crippling failures at simple end supports.]]></description>
      <pubDate>Tue, 25 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481822</guid>
    </item>
    <item>
      <title>MODELING OF MN/ROAD TEST SECTIONS WITH THE CRREL MECHANISTIC PAVEMENT DESIGN PROCEDURE</title>
      <link>https://trid.trb.org/View/471424</link>
      <description><![CDATA[The U.S. Army Cold Regions Research and Engineering Laboratory is developing a mechanistic pavement design procedure for use in seasonal frost areas.  The procedure was used to predict pavement performance of some test sections at the Mn/ROAD facility.  Simulations were conducted in three phases, investigating the effects on predictions of water table position, subgrade characteristics, asphalt model, and freeze season characteristics.  The procedure predicted significantly different performance by the different test sections and highly variable results depending on the performance model applied. The simulated performance of the test sections also was greatly affected by the subgrade conditions, e.g., density, soil moisture, and water table depth.  In general, predictions for the full-depth asphalt sections indicate that they will not fail due to cracking, but two of the three criteria for subgrade rutting indicate failure before the five- or ten-year design life of the sections.  Conventional sections are predicted not to fail due to subgrade rutting; however, sections including the more frost-susceptible bases in their design are predicted to fail due to asphalt cracking relatively early in their design life, and sections with non-frost-susceptible bases are predicted to fail towards the end of the design life.]]></description>
      <pubDate>Wed, 12 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471424</guid>
    </item>
    <item>
      <title>SURVIVAL MODELS FOR FLEXIBLE PAVEMENTS</title>
      <link>https://trid.trb.org/View/469623</link>
      <description><![CDATA[Pavement deterioration is a complicated process that is affected by many different types of loading and environmental factors. In order to be able to assess the actual performance of pavements in real conditions, the long-term monitoring of roads is required. The objective of this paper is to describe the survival models developed for predicting the failure time of test sections based on the long-term monitoring data.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469623</guid>
    </item>
    <item>
      <title>NAILED TUBULAR CONNECTIONS UNDER AXIAL LOADING</title>
      <link>https://trid.trb.org/View/469790</link>
      <description><![CDATA[Slip-jointed tubular poles are used to support traffic signals and are often nailed to ensure their integrity under uplift. The author conducted an experimental research program on nailed steel tubular connections.  The "nailing" of one tube to another coaxial tube within it is accomplished by a powder-actuated tool and very high strength driven pins.  Connections of combined steel thicknesses of up to 13 mm (1/2 in) are easily carried out. In addition, these structural connections are performed quickly and safely after minimal equipment training.  A range of tubes up to 406 mm (16 in) in diameter--with varying diameter-to-thickness ratios, tube wall thickness, and lack of fit--have been connected and 42 tube connections have been tested to failure under axial tension or compression loading.  The failure modes that were observed included nail shear failure, tube bearing failure, and tube shear out failure, for which simple prediction formulas are confirmed.  The author advocates a load and resistance factor design procedure for such axially loaded tube-in-tube connections.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469790</guid>
    </item>
    <item>
      <title>EARLY-AGE BEHAVIOR OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENT AND CALIBRATION OF THE FAILURE PREDICTION MODEL IN THE CRCP-7 PROGRAM</title>
      <link>https://trid.trb.org/View/374258</link>
      <description><![CDATA[This report focuses on (1) the observations and findings from the short-term monitoring of the special test sections constructed in Houston, Texas, and (2) the calibration of the CRCP failure prediction model in the CRCP-7 computer program. To determine whether the performance of pavements in the field is in accordance with that predicted by the CRCP program, special test sections were constructed at four different locations in Houston.  For approximately 1 month after construction, the behavior of the pavements was monitored for temperature (both air and concrete), slab movement, and cracking.  Although additional long-term condition surveys should be scheduled to draw further conclusions from this test-section study, much valuable information about the early-age behavior of CRCP was obtained during the short-term monitoring.  Major observations and findings from the test sections include (1) the importance of the heat of hydration on the early-age behavior of CRCP, (2) the effect of construction season and time of placement during the day on the early-age cracking, (3) detrimental characteristics of the early-age cracks in terms of their shapes and widths, (4) the effect of coarse aggregate type on cracking, (5) factors affecting crack width, (6) determination of setting temperature used as a reference temperature in the calculation of the temperature-induced stresses, and (7) correlation between the shrinkage of concrete pavement in the field and that of lab-cured cylinders.  Based on these observations and findings, recommendations are provided as to how the early-age observations may be simulated in the CRCP program. Recommendations for the future design and construction are also presented.  Long-term distress curves having various reliabilities were developed for CRC pavements in terms of the number of failures per mile using the Rigid Pavement Database available at the Center for Transportation Research. Calibration of the failure prediction model in the computer program CRCP-7 was made based on these distress curves.]]></description>
      <pubDate>Tue, 04 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374258</guid>
    </item>
    <item>
      <title>SIGNIFICANCE OF PARTICLE CRUSHING IN GRANULAR MATERIALS</title>
      <link>https://trid.trb.org/View/458686</link>
      <description><![CDATA[When the stresses imposed on soil particles exceed their strength, particles break.  To quantify particle breakage, many factors are proposed.  Correlations of particle breakage parameters with standard soil parameters, such as effective mean normal stress at failure and void ratio at failure, do not offer a fully unified correlation with many different types of tests. However, particle breakage factors seem to correlate well with the total energy input into the test specimens, thus giving a single unifying parameter for all types of soil tests. Consequently, the amount of particle crushing may be determined if the stresses and strains in the soil can be estimated, such as in a finite-element analysis.  An important use of these particle breakage factors may be related to permeability estimates when changes in gradation occur due to particle breakage.  A new particle breakage factor is introduced that allows easy permeability calculations when related to the total input energy.]]></description>
      <pubDate>Tue, 16 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458686</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF PERFORMANCE PREDICTION MODELS FOR ILLINOIS CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS</title>
      <link>https://trid.trb.org/View/453040</link>
      <description><![CDATA[A new predictive modeling approach is presented and the approach for localized failures in Illinois continuously reinforced concrete pavements (CRCP) is demonstrated.  Some data retrieval guidelines from the illinois Pavement Feedback System data base are first presented.  A preliminary data analysis was conducted to assist in data cleaning and assessing the variability of the data before the analysis was performed.  Several modern regression techniques ("robust" and "nonparametric" regressions) were introduced in a proposed new predictive modeling approach. The proposed modeling approach was used to develop an improved model for localized failures in CRCP.  The resulting model includes several variables such as cumulative ESALs, slab thickness, content and methods of the steel reinforcement, and base type for the prediction of CRCP failures.  A sensitivity analysis was also performed to illustrate the effect of these variables on failures.  Slab thickness and steel content are by far the most significant variables affecting failures.  Crack spacing had no effect.]]></description>
      <pubDate>Thu, 04 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453040</guid>
    </item>
    <item>
      <title>FURTHER CONSIDERATIONS FOR NONLINEAR FINITE-ELEMENT ANALYSIS. TECHNICAL NOTE</title>
      <link>https://trid.trb.org/View/450805</link>
      <description><![CDATA[The authors of this technical note present and discuss the results of a nonlinear finite-element analysis of a reinforced concrete slab bridge.  Comparisons are made between the analytical results and the findings of Huria, Lee, and Aktan (1993).  The analytical results are compared further to experimental results on a similar structure, as presented by Aktan, Zwick, Miller, and Sharooz (1992).  Although the failure mechanisms differed, the analyses predicted nearly the same ultimate failure load as that experienced by the bridge.  The authors offer recommendations, based on the differences discussed, to practicing engineers for conducting nonlinear finite-element analysis on reinforced concrete structures.]]></description>
      <pubDate>Tue, 12 Sep 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/450805</guid>
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