<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
    </image>
    <item>
      <title>SELECTION AND DESIGN OF SEMI-FLEXIBLE AND CONVENTIONAL TYPE PAVEMENTS</title>
      <link>https://trid.trb.org/View/122058</link>
      <description><![CDATA[PAVEMENTS CONSTRUCTED OF SOIL-CEMENT, LIME-CLAY, ASPHALT STABILIZED BASES, AND MANY OTHER MATERIALS ARE IN A CATEGORY INTERMEDIATE BETWEEN FLEXIBLE AND RIGID IN THAT THEY POSSESS CONSIDERABLE SLAB STRENGTH, AND AT THE SAME TIME DEFLECT SUFFICIENTLY TO TRANSMIT SIZEABLE STRESSES TO THE SUBGRADE. A DESIGN PROCEDURE IS OUTLINED WHEREBY BOTH ELEMENTS ARE CONSIDERED. PHYSICAL PROPERTIES OF VARIOUS TYPES OF PAVEMENT MATERIALS RANGING FROM TRUE RIGID TYPE TO TRUE FLEXIBLE TYPE ARE CORRELATED WITH WATER-CEMENT RATIO FOR EASE IN USING THE VARIOUS DESIGN PROCEDURES.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/122058</guid>
    </item>
    <item>
      <title>NEW STATISTICAL METHOD FOR DESCRIBING HIGHWAY DISTRIBUTION OF CARS</title>
      <link>https://trid.trb.org/View/120658</link>
      <description><![CDATA[THE DISTRIBUTION OF CARS ON A ROAD IS CLASSIFIED AS EITHER (1) RANDOM, (2) EQUALLY SPACED (REGULAR), OR (3) INTERMEDIATE. THE RANDOM ARRANGEMENT MAY BE REPRESENTED BY EITHER ONE OR TWO STATISTICAL DISTRIBUTIONS: THE POISSON DISTRIBUTION, WHICH IS CALLED THE COUNTING DISTRIBUTION FOR THE RANDOM CASE, OR THE NEGATIVE EXPONENTIAL DISTRIBUTION, WHICH IS THE GAP DISTRIBUTION FOR THE RANDOM CASE. IN THE INTERMEDIATE CASE THE CORRESPONDING GAP DISTRIBUTION IS THE PEARSON TYPE III (ALSO CALLED GAMMA OR ERLANG) AND THE CORRESPONDING COUNTING DISTRIBUTION, WHICH HAS BEEN CALLED THE GENERALIZED POISSON DISTRIBUTION, IS THE ONE DISCUSSED. THE GENERALIZED POISSON DISTRIBUTION CORRESPONDS TO TYPE III GAPS. TABLES AND MONOGRAPHS ARE GIVEN WHICH WILL AID IN FITTING DATA TO THE GENERALIZED POISSON FORMULA, AND EXAMPLES OF TRAFFIC DATA ANALYSIS BY THE METHOD ARE PRESENTED. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/120658</guid>
    </item>
    <item>
      <title>PREDICTION METHODS FOR LOCAL SCOUR AT INTERMEDIATE BRIDGE PIERS</title>
      <link>https://trid.trb.org/View/302162</link>
      <description><![CDATA[The ability to establish foundation elevations for intermediate bridge piers that will provide a reasonable degree of assurance that the pier will not be undermined by the flowing stream and to rate existing intermediate bridge pier foundations relative to their risk of being undermined has become a matter of national concern.  This paper will document the results of a study that presents and recommends formulae that can be used to predict the anticipated depth of local scour in both uniform-particle, cohesionless streambeds, and graded, armored streambeds.  The study incorporated both a literature search and a field verification of the results of the literature search.  The Laursen and Toch formula will be recommended to predict anticipated local scour depths at intermediate bridge piers in uniform-particle, cohesionless streambeds, and the University of Aukland formula will be recommended for consideration for graded, armored streambeds.  This document will show that these scour prediction formulae, in conjunction with other engineering data, can be a valuable tool to aid the engineer in economically and safely establishing an intermediate bridge pier foundation elevation, or rating the safety of an existing foundation.]]></description>
      <pubDate>Thu, 30 Nov 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/302162</guid>
    </item>
    <item>
      <title>CAR SIZE AND OCCUPANT FATALITY RISK, ADJUSTED FOR DIFFERENCES IN DRIVERS AND DRIVING CONDITIONS</title>
      <link>https://trid.trb.org/View/207064</link>
      <description><![CDATA[This study attempts to determine whether the disadvantage of small cars is due to their small size, or whether it is due to other factors such as drivers, driving environment, and the presence of larger cars on the highway.  The effects of driver factors and driving conditions are estimated and the fatality rates are adjusted so that they reflect more closely the effects of vehicle factors.  The 1981 and 1982 fatal accidents reported in the Fatal Accident Reporting System (FARS) was the data base for this study.  The car classes distinguished were as follows: small subcompact, small compact, large compact, intermediate, and large.  Driver characteristics and driving environment have a strong effect on the driver fatality risk.  In considering occupant death rates, single-car accidents were studied, and it was found that there was a clear difference between small and large subcompacts on the one hand and larger compacts and longer cars on the other.  In car-car collisions, the occupant fatality rate was found to decrease with increasing weight and wheelbase.  Recent data show that Japanese cars have occupant death rates comparable to domestic cars and European subcompacts have lower rates than either of the others.]]></description>
      <pubDate>Wed, 30 Jan 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/207064</guid>
    </item>
    <item>
      <title>SKEWED BRIDGES WITH INTERMEDIATE TRANSVERSE BRACINGS</title>
      <link>https://trid.trb.org/View/146375</link>
      <description><![CDATA[Intermediate transverse bracings may be neglected in the space frame calculations when computing the stresses in the main girders and the values of the reactions, as they have a negligible effect on the load distribution.  Thus it is sufficient to consider only the two-end transverse bracings which will facilitate the space frame calculations.  Twelve simply supported skewed bridges of the same span with various angles of skew and various numbers of intermediate transverse bracings have been analyzed as ordinary single planar structures and as space structures.  The values of the bending moments and reactions are presented in tables as a function of the angle skew and the number of intermediate transverse bracings.  The forces in the end, intermediate and wind bracings due to the vertical loading of the bridges were calculated and are presented as a function of the angle of skew.]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146375</guid>
    </item>
    <item>
      <title>STEERING CONTROLLABILITY CHARACTERISTICS</title>
      <link>https://trid.trb.org/View/70002</link>
      <description><![CDATA[The relationship of the steering controllability characteristics of domestically-produced subcompact, compact, and intermediate size automobiles to specifications on yaw-rate gain and response time as developed in NHTSA research programs is examined through (1) an analytical survey of the yaw response of 1977 vehicles and (2) open- and closed-loop testing of 3 selected vehicles in modified and unmodified conditions. It is found that, with the exception of some vehicle models equipped with manual steering, the directional performance characteristics of currently produced subcompact, compact, and intermediate size cars lie within the 'optimum' region that has been defined through NHTSA research. It is recommended that further effort in defining safety-related handling requirements is needed before implementing vehicle performance specifications.]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/70002</guid>
    </item>
    <item>
      <title>REDUCE CAR WEIGHT, SAVE GAS</title>
      <link>https://trid.trb.org/View/47114</link>
      <description><![CDATA[Both Chrysler and General Motors are engaged in producing a mid-size vehicle that only has the weight of a compact car, thus reducing its fuel consumption.  In order to achieve this, GM is utilizing high strength plastics, whereas Chrysler is employing high strength steels and aluminum. The Chrysler ZL is the experimental model that is composed of lightweight metal like aluminum.  According to the senior materials development engineer at Chrysler, the use of these lightweight metals will be the basis for weight reduction programs in the future, resulting in a 31 percent improvement in urban fuel economy and 22 per cent for highways.  The use of plastics would require changes in manufacturing technology.  Although high strength metals are more expensive than conventional steel, the resulting lighter weight underbody renders them ultimately economical. It is concluded that with slight changes in manufacturing methods, high strength steel and aluminum will be feasible in automobile design.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47114</guid>
    </item>
    <item>
      <title>THE HUDSON HOPE BRIDGE; ITS POST-TENSIONED BOX-GIRDER STIFFENING DECK AND PRESTRESSED ROCK ANCHORS</title>
      <link>https://trid.trb.org/View/99554</link>
      <description><![CDATA[CERTAIN SITE FACTORS PERMITTED THE SELECTION OF AN UNIQUE 680-FT SINGLE-SPAN SUSPENSIONED BRIDGE WITH UNLOADED BACKSTAYS, POST-TENSIONED BOX-GIRDER STIFFENING DECK, AND PRESTRESSED ROCK ANCHORS. FAST CONSTRUCTION WAS FACILITATED WHEN PIERS AND OTHER TIME CONSUMING OPERATIONS WERE AVOIDED. WITH 4-FT DEEP SEGMENTAL UNITS, THE CONCRETE BOX GIRDER WAS POST-TENSIONED LONGITUDINALLY TO ACT BOTH AS THE DECK AND THE STIFFENING ELEMENT COMPARABLE TO THE STIFFENING TRUSSES OF A CONVENTIONAL SUSPENSION BRIDGE. THE ANALYSIS BY THE DEFLECTION THEORY UTILIZED THE DECK DEAD LOAD IN PARTIALLY RESISTING THE LIVE LOAD MOMENTS. LONGITUDINAL AND POST-TENSIONING WAS WITH GALVANIZED UNBONDED TENDONS. THEIR INTERMEDIATE SUPPORTS AND THE RELATIVE MOVEMENT BETWEEN STRAND AND DECK UNIT RECEIVED SPECIAL STUDY AND TREATMENT. THE ROCK ANCHORAGES, UTILIZING MECHANICAL-TYPE ROCK ANCHORS AND APPLYING THE ANCHORING FORCE AT THE LOWER END OF THE DRILLED HOLES, WERE PRELOADED TO A VALUE 10 TO 15 PERCENT GREATER THAN THE MAXIMUM CABLE TENSION TRANSFERRED TO THEM, MAKING THE SURFACE ROCK VIRTUALLY PRESTRESSED UNDER ALL LOADING CONDITIONS. /RRL/A/]]></description>
      <pubDate>Mon, 08 Feb 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/99554</guid>
    </item>
  </channel>
</rss>