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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>ELASTIC BUMPERS MADE OF BAYFLEX 90</title>
      <link>https://trid.trb.org/View/1053784</link>
      <description><![CDATA[THIS REPORT DEALS WITH THE USE OF PU-INTEGRAL FOAM IN CAR BUMPERS.  SEVERAL EXAMPLES OF THE USE OF THIS MATERIAL ARE DESCRIBED: INTEGRAL FOAM COVERING OF STEEL BEAMS, TWO STAGE SYSTEM CONSISTING OF STEEL BEAMS, SKIN AND FILLER FOAM AND THE MOST MODERN APPLICATION, THE AIR CHAMBER BUMPER, WHICH COMPLIES WITH THE AMERICAN SAFETY STANDARD MVSS 215.  THE MECHANICAL PROPERTIES, SUITABILITY FOR PAINTING AND THE PRODUCTION TECHNIQUES FOR BUMPERS ARE DESCRIBED.  THE PUBLICATION IS OUT OF PRINT.  THE RESULTS WILL BE REPUBLISHED IN 1978.]]></description>
      <pubDate>Sun, 21 Nov 2010 03:34:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1053784</guid>
    </item>
    <item>
      <title>INNOVATIVE COMPACTION TECHNIQUES FOR ROADS AND AIRFIELDS USING HIGH ENERGY IMPACT COMPACTORS</title>
      <link>https://trid.trb.org/View/635417</link>
      <description><![CDATA[This paper first reviews the historical development and principles of impact compaction, then outlines the principles of high energy impact compaction, the characteristics and uses of Impact Compactors, after that highlights the shortcomings of traditional approaches to compaction and proposes more appropriate and rational approaches to impact compaction specification and control.  Finally, the paper illustrates the recent use of impact compaction technology at Hong Kong's new international airport at Chek Lap Kok.  For the covering abstract of the proceedings, see IRRD 490713.]]></description>
      <pubDate>Mon, 28 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635417</guid>
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      <title>A METHOD FOR QUICKLY MEASURING THE COMPACTION DEGREE OF SUBGRADES BY USING TRANSIENT SHOCK SPECTRAL ANALYSIS</title>
      <link>https://trid.trb.org/View/487201</link>
      <description><![CDATA[A method for quickly measuring the compaction degree of subgrades by using transient shock spectral analysis is put forward in this paper. The measuring principle, technique key and main characteristics of the method are discussed.  The comparison results between laboratory tests and field tests are shown.  It is pointed out that there is a perched water frequency band in subgrades under vibration shock, the influence of the water is allowable not to be disregarded when the degree of compaction of subgrades is measured by using the perched water frequency band.  The shock response signal in this band is only the unit function of the degree of compaction; the method can very quickly carry out the measurement, it only takes 2 to 3 miniutes to measure a point; the results from the method have high accuracy, the measurement error is within 1.5%.]]></description>
      <pubDate>Fri, 31 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487201</guid>
    </item>
    <item>
      <title>INFLUENCE OF CONCRETE PROPERTIES ON IMPULSE HAMMER SPECTRUM AND COMPRESSION WAVE VELOCITY</title>
      <link>https://trid.trb.org/View/458961</link>
      <description><![CDATA[A pilot study was performed to evaluate the influence of different properties of concrete on the contact time of the hammer head and pulse velocity of compression waves produced by two impact hammers of different mass (280 g and 1.25 g). Each impact hammer was instrumented so that the force introduced to the test specimen could be measured. Differences in measured contact time for each hammer showed how significant the influence of the factor under test was in analysing output from impact-echo tests on concrete. The pulse velocity was calculated using an ultrasonic digital tester which gave the velocity of compression waves. Two sets of 100 mm cubes were made with different mix ratio for this pilot study. The contact time and pulse velocity were calculated and the compressive strength measured at different ages. The results showed that the contact time decreased and the pulse velocity increased with age. However, the mix proportions also affected the results. It was established that as the nominal contact time of the impact decreased so the actual contact time achieved was more affected by the mix proportions and general condition of the concrete.]]></description>
      <pubDate>Fri, 24 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458961</guid>
    </item>
    <item>
      <title>NOTES ON THE EXTERNAL MECHANICS OF COLLISIONS BETWEEN SHIPS</title>
      <link>https://trid.trb.org/View/167382</link>
      <description><![CDATA[In this paper one of the most important questions related to ship collision, namely external mechanics of collision, is investigated.  A theoretical analysis of the motion of the colliding vessels during collision is summarized in a general way in order to evaluate the amount of kinetic energy lost during impact.  Order from NSFI as No. 22383.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167382</guid>
    </item>
    <item>
      <title>PROBABILITIES OF OCCURRENCE AND IMPACT VELOCITIES FOR COLLISIONS IN THE NORTH SEA</title>
      <link>https://trid.trb.org/View/165458</link>
      <description><![CDATA[The probability of collision between ships and offshore installations is assessed using data published in the literature.  Impact mechanics is studied and a procedure for determining impact velocities associated with various collision events is proposed based on the motion characteristics of a supply vessel and a semi-submersible. A survey of the size distribution of supply vessels classed with VERITAS is also included.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165458</guid>
    </item>
    <item>
      <title>SHIP COLLISIONS WITH OFFSHORE PLATFORMS</title>
      <link>https://trid.trb.org/View/166518</link>
      <description><![CDATA[The impact resistance of concrete as well as steel platform main members subject to ship collision is discussed.  Various modes of energy absorption in the platform structure are studied.  Recent tests on local denting of models of tubular members of steel platforms are described.  Order from NSFI as No. 22243.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166518</guid>
    </item>
    <item>
      <title>THE INFLUENCE OF FERRITE BANDING ON THE IMPACT PROPERTIES OF MILD STEEL</title>
      <link>https://trid.trb.org/View/164479</link>
      <description><![CDATA[The object of this investigation was to compare the Charpy properties of a severely banded ferrite-pearlite structure with those of a random ferrite-pearlite distribution. Both types of specimens could be prepared from the same material by applying suitable homogenizing treatments to an initially banded steel.  Some observations on the nature of the banding are described.  The Charpy properties at the lower end of the testing-temperature range are not appreciably affected by the degree of ferrite banding, by the direction of the specimen axis, or by the orientation of the notch.  However, in the higher temperature range, the random structure exhibits a higher energy absorption than does the banded structure and, in both cases, the Charpy values depend strongly on the orientation of both the specimen and the notch.  Evidence was obtained to suggest that the fracture appearance is not sensitive to specimen orientation even in a severely banded steel, although notch orientation is a factor.  No preferred crystallographic orientation of the ferrite was found in any of the specimens.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164479</guid>
    </item>
    <item>
      <title>METALLURGICAL QUALITY OF STEELS USED FOR HULL CONSTRUCTION</title>
      <link>https://trid.trb.org/View/162527</link>
      <description><![CDATA[To obtain definite information concerning the relationships among chemical composition, underbead weld cracking, and the mechanical properties, especially the tensile and notched-bar impact characteristics, a series of 30 laboratory heats was made and studied in the hot-rolled state to determine the individual influence of each of the following constituents when varied over a range sufficiently broad to definitely establish the trend of the effect; carbon, manganese, silicon, molybdenum, vanadium, and aluminum.  For a standard chemical composition, a typical HTS analysis was selected, and the elements studied were then varied one at a time in this standard composition.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162527</guid>
    </item>
    <item>
      <title>INVESTIGATION OF MEANS FOR EVALUATING THE QUALITY OF HULL PLATE STEEL BY TESTS CONDUCTED ON FURNACE OR LADIE SAMPLES</title>
      <link>https://trid.trb.org/View/162540</link>
      <description><![CDATA[A simple but reliable method for evaluating the notch sensitivity of hull plate steel before the steel has been rolled into plate was sought.  Tests made on cast ladle samples from open hearth heats verified the results obtained on laboratory steels which showed that small hot-worked ladle samples will distinguish relatively large differences in the notched-bar impact resistance of hull plate steels. Correlation between the deoxidation practice and the notched-bar impact properties was obtained for both the commercially rolled plate and the hot-worked ladle samples although the actual impact values for the ladle samples were higher than for the plate samples.  The Walker Wedge-impact test was investigated as a possible method for evaluating the quality of hull plate steel on samples poured from the furnace or ladle.  The Walker wedge test was not sufficiently sensitive to distinguish a difference in impact resistance between an aluminum-killed steel and a silicon-killed steel when each was either in the as-cast or normalized condition.  Notched-bar impact tests showed an appreciable difference in the impact resistance of these two steels.  When the as-cast surface was removed by grinding, normalized wedges free from defects failed to break at a testing temperature of minus 80F.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162540</guid>
    </item>
    <item>
      <title>THE IMPACT RESISTANCE OF MODIEFIED FERRO-CEMENT PANELS</title>
      <link>https://trid.trb.org/View/11212</link>
      <description><![CDATA[The suitability of ferro-cement as a marine structural material is discussed and contrasted to other hull materials, particularly with regard to impact resistance. Established trends and findings regarding impact resistance of ferro-cement are reviewed.  Mechanisms of impact failure are examined in general and in relation to materials used in this project.  Experiments are performed on several configurations involving ferro-cement with laminations of fiberglass reinforced plastic and sheet rubber, as well as unmodified ferro-cement.  All configurations are chosen keeping in mind that most or all of the advantages of ferro-cement are to be retained.  The experiments show that vast improvements in impact resistance from a permeability viewpoint are possible, on an equal weight basis, over unmodified ferro-cement.  Improvements of up to 500 per-cent are demonstrated.]]></description>
      <pubDate>Thu, 24 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11212</guid>
    </item>
    <item>
      <title>LOSS OF DUCTILITY IN MATERIAL NEXT TO A WELD</title>
      <link>https://trid.trb.org/View/570</link>
      <description><![CDATA[The paper gives the results of an investigation into the loss of ductility of the material next to the weld in Si-Al killed steel (St 41).  Thermal stress relief (1 hr at 600 deg. C) causes this embrittlement to disappear almost entirely.  It is shown that quench aging is not responsible for the embrittlement outside the transformed zone.  The embrittlement is thought to be caused by plastic deformation at elevated temperatures resulting in tangles of dislocations, possibly formed near precipitates in the steel (in this connection the plastic deformation in the blue-brittleness temperature range should be considered as unfavourable).  It is assumed that the influence of pinning by C and N atoms on the decreased mobility of the dislocations within these tangles depends on the thermal cycles to which the material is subjected during welding, and consequently it varies with a change in the distance from the weld edge.]]></description>
      <pubDate>Sun, 25 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/570</guid>
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