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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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    <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>Performance of vector-valued fragility for coastal bridge under earthquake and tsunami hazards</title>
      <link>https://trid.trb.org/View/2661966</link>
      <description><![CDATA[Extreme hazards such as earthquake and ensuing tsunamis can pose significant threats to offshore infrastructures, among which bridges are particularly vulnerable due to their locations. Accurate assessment of bridge performance under such events is crucial to enhance structural safety. In this study, the fragility method was employed to evaluate bridge capability against combined hazard effects, with three variables introduced to capture multi-hazard intensity. The vector-valued method was used to quantify bivariate tsunami intensities, with different fragility functions compared in their fitting capability. A new fragility form was proposed for earthquake-tsunami scenarios, with the system-level fragility also examined via multiple bridge components. A case study was conducted to compare the effectiveness of various functions to isolated bridges. The component-level fragility shows an inconsistent development with increasing seismic magnitudes but consistent trends with tsunami intensity. The comparison analysis implies the highest fitness of log-sum model, while the proposed method yields consistent outcomes despite the unified factor. System-level fragility results indicate that isolated bridges have notable vulnerability due to multi-component contributions. Further, the expected damage ratio was assessed and shows notable sensitivity to spectral acceleration and relative wave height, as opposed to the limited influences from water depths. This study provides preliminary guidance for estimating the seismic-tsunami fragility of isolated bridges using complex intensity sets.]]></description>
      <pubDate>Fri, 01 May 2026 14:33:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661966</guid>
    </item>
    <item>
      <title>Investigation of dynamic characteristics of a vibration isolation system for impact resistance of the marine container</title>
      <link>https://trid.trb.org/View/2643488</link>
      <description><![CDATA[To achieve impact load resistance for the marine container, the paper designs a novel vibration isolation system. The dynamic characteristics of the system are experimentally investigated to verify the mathematical model. Based on the model, the vibration isolation rate is predicted under different conditions and its sensitivity to different influencing factors is investigated. The system is optimally designed for multiple parameters using adaptive particle swarm optimization (APSO). The results show that the vibration isolation system temporarily enters the pressure building displacement stage which does not affect the properties of the system. The model calculations coincide with the test results by more than 97%, except for the pressure building displacement stage. The predictions of vibration isolation rate are more than 80% and the sensitivity to excitation direction, load mass, system frequency and damping ratio is significant. The optimal system can meet the design requirements of engineering applications.]]></description>
      <pubDate>Thu, 30 Apr 2026 09:11:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643488</guid>
    </item>
    <item>
      <title>Development of an eco-friendly vibration isolator using slag and SiC-reinforced natural rubber composite for automotive application: An approach towards circular economy</title>
      <link>https://trid.trb.org/View/2654756</link>
      <description><![CDATA[Considering the growing concerns about waste utilization and sustainability, this study represents the fabrication of an industrial waste-based composite and its application as an anti-vibration mount. Natural rubber, a naturally derived polymer, and slag, a by-product of smelting, and silicon carbide (SiC) were utilized as matrix and primary fillers, respectively, to partially substitute the conventional semi-reinforcing black (N770) in the composite. A thorough characterization of waste-induced composites was implemented to evaluate the dynamic response of the composite over a frequency range. The composite(C3) with equal loading of N770 and slag has an application frequency range of 140 Hz with a broader isolation zone and lower transmissibility than the solely N770 reinforced composite(C1). The extent of dynamic recovery and mechanical damping for C3 were 80.5 % and 17 %, respectively, which is also higher than C1. The long-term durability of the waste-induced composite used in the NVH (Noise, Vibration, and Harshness) mount was evaluated by thermo-oxidative aging study as per guidelines. The average retention of properties was greater than 95 %. C3, as a hybrid composite, also provides synergistic dynamic stiffness, equivalent to C1. Moreover, the incorporation of slag promoted homogeneity in the composite, resulting in a lower Payne effect and better filler dispersion. The subsequent addition of SiC enhanced the thermal conductivity (1.3-fold) and dynamic recovery (>92 %). The complete substitution of carbon black provided a lower critical frequency of 117.5 Hz with a broader isolation zone than C1, although damping was reduced at the amplification.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:20:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654756</guid>
    </item>
    <item>
      <title>Prediction of underwater structural excitation forces and responses based on airborne vibration responses</title>
      <link>https://trid.trb.org/View/2637861</link>
      <description><![CDATA[Accurate prediction of motor-induced vibration and noise is essential for marine structural design, yet conventional methods are challenged by the strong dependence of motor output on installation conditions. To address this, this study develops an equivalent model based on the invariance of equipment free velocity, enabling the conversion of motor output characteristics across different installation environments and allowing underwater structural vibration to be predicted from airborne measurements. Results demonstrate that: (1) the theoretical result of the equivalent model of the free velocity agrees well with that of the FEM. It can well characterize the output performance. (2) an increase in the impedance of the vibration isolator leads to a corresponding increase in the transmitted force, which reaches its maximum under rigid installation conditions. Consequently, the vibration response of the structure is significantly affected. (3) The presence of heavy fluid medium helps promote the peaks and valleys of the impedance of the structure to lower frequency range, as well as the output forces transmitted to and the underwater response of the structure. This research provides a reliable framework for excitation transformation and evaluation of underwater structural vibration, offering practical guidance for vibration control and noise mitigation in marine engineering.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:20:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2637861</guid>
    </item>
    <item>
      <title>Broadband vibration isolation of floating raft system via sandwich metamaterial with acoustic black hole absorbers</title>
      <link>https://trid.trb.org/View/2638283</link>
      <description><![CDATA[This study proposes a novel sandwich metamaterial raft (SMR) for broadband vibration isolation in floating raft systems. The interlayer of the SMR is designed based on acoustic black hole dynamic vibration absorbers (ABH-DVAs) and consists of a square frame, an ABH beam-type DVA, and connectors. The characteristics of the proposed SMR are investigated including load-bearing capacity, steady and transient dynamic response. Compared to the conventional raft, the SMR demonstrates enhanced vibration attenuation under periodic excitation and improved energy decay efficiency under shock excitation. For the entire floating raft system, a wide vibration isolation band is formed by calculating the vibration level difference, while its continuity is disrupted by a resonant peak dominated by the intrinsic mode of the system. Through data-driven optimization, an optimal combination of the structural parameters is identified, resulting in an unbroken band spanning 84–775 Hz. Additionally, parameter analysis and optimization procedures are conducted to further enhance transient dynamic performance. The results indicate that the floating raft system with SMR holds significant potential for applications in ship vibration and noise control.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2638283</guid>
    </item>
    <item>
      <title>Serialized isolator, absorber, and actuator based active suspension for suppressing high-frequency vibration via extended sliding mode observer based extended optimal sliding mode controller</title>
      <link>https://trid.trb.org/View/2691765</link>
      <description><![CDATA[To effectively suppress the body’s high-frequency vibration and reduce the enormous demanded control force of the electro-hydraulic actuator, a serialized isolator, absorber, and actuator (SIAA) based active suspension (AS) is firstly proposed. The proposed AS comprises a hydro-pneumatic spring, a suspension third mass, and an electro-hydraulic actuator in series from bottom to up. The former two components serve as the isolator and absorber, respectively. Besides revealing influences of the suspension third mass on the high-frequency vibration reduction effect and demanded control force, an extended sliding mode (ESM) observer based extended optimal sliding mode (EOSM) controller is developed. The ESM observer is responsible for the observed values related to the suspension comprehensive performance, and the EOSM controller takes charge of the true nominal optimal performance and robustness. Consequently, by using the SIAA based AS regulated by the specially designed nonlinear optimal robust controller, the peak of the sprung mass acceleration’s power spectral density in the high-frequency region and demanded control force’s root mean square are respectively reduced by 84.68% and 61.71% compared to the single-staged electro-hydraulic AS.]]></description>
      <pubDate>Thu, 16 Apr 2026 11:04:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691765</guid>
    </item>
    <item>
      <title>Research on motion mechanism of beam-end expansion joint under abnormal service and influence of train operation stability</title>
      <link>https://trid.trb.org/View/2655755</link>
      <description><![CDATA[Long-span railway bridges are susceptible to significant deformation under temperature loads, with the beam-end region being particularly affected. To release the displacement caused by temperature stress at the beam end, the beam-end expansion joint (BEJ) is typically installed. However, as a vulnerable structure, the BEJ is prone to ‘jamming’ defect under repeated loading, posing a serious challenge to the smooth operation of trains. Based on the operational mechanism of BEJ, this paper examines the structural deformation characteristics of its components under abnormal service and the dynamic response of high-speed trains in the end region of long-span bridges. Specifically, the refined finite element model of the BEJ is first established to discuss the motion mechanism of the movable steel sleeper and scissor-fork device under free expansion conditions. Then, the conditions for BEJ to experience jamming under various environments are analysed, and the structural performance in the abnormal state is further evaluated. Finally, with the help of the train-track (BEJ)-bridge coupling vibration model, the impact of this phenomenon on train operational stability is analysed. The results firstly reveal the longitudinal displacement and stress transfer mechanism of BEJ in the normal state, identify the clearance that cause jamming damage to the upper and lower structures, and optimize the assembly of BEJ. Additionally, combining dynamic analysis, the impact of temperature changes on train’s response in the beam-end region under jamming defect states is discussed.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655755</guid>
    </item>
    <item>
      <title>Installation of KOCH Bridge Joint Systems on Board of Affairs Contract Number 100725</title>
      <link>https://trid.trb.org/View/2680604</link>
      <description><![CDATA[Oklahoma Department of Transportation (ODOT) Maintenance and Bridge Engineers have been looking for a satisfactory water tight bridge joint device or system for many years. 27 KOCH Bridge Joint Systems (KOCH BJS) have been installed on an elevated portion of I-40, located in downtown Oklahoma City. The KOCH BJS Units were installed under a bridge joint repair project. All KOCH BJS Units replaced other types of "water tight" bridge joint devices which had failed. KOCH Bridge Joint Systems are a proprietary product which has been used for 18 years in Europe, but is still relatively unknown in the U.S. KOCH BJS Units carry a two-year warranty covering materials and installation. Repairs usually consist of overlaying the KOCH BJS Units with modified asphalt. The ease with which KOCH BJS Units can be repaired give them an advantage over many bridge joint systems, which must be removed for repairs, then replaced. Average Daily Traffic (ADT) in the area where the KOCH BJS Units were installed is 80,000. It was necessary to close one traffic lane at a time during installation. Some congestion did result from the lane closings, otherwise the units were installed with a minimum of interruption to motorists.]]></description>
      <pubDate>Sat, 04 Apr 2026 17:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680604</guid>
    </item>
    <item>
      <title>Static Performance and Failure Mechanisms of a Rubber-Stiffened Steel Plates with Rapid-Hardening Concrete for Sustainable Bridge Expansion Joints Retrofitting</title>
      <link>https://trid.trb.org/View/2673205</link>
      <description><![CDATA[Given the vulnerabilities, complexity, and repair challenges associated with traditional bridge expansion joints, this study proposes a sustainable continuous deck structure utilizing rapid-hardening concrete and rubber-stiffened steel plates to eliminate conventional joints. To evaluate the static performance of this structure, compression test and finite element analysis are conducted. The results indicate that the primary failure mode of the continuous structure, composed of rubber-stiffened steel plate, is delamination between the steel plate and the rubber layer. As the load increases, the rubber layer deforms, causing cracks in the concrete at the bottom anchorage zone and ultimately leading to the rupture of the rubber layer. Under the static load of a standard vehicle, the continuous structure meets the required bearing capacity. For practical application, it is recommended that the stiffened steel plate thickness exceed 10mm to reduce stress and satisfy structural demands. Analysis of an actual bridge under moving loads shows that neither the stiffened steel plates nor the rubber layer reach their yield strength during the continuous construction of the abutment, ensuring the structure meets capacity requirements. The findings provide valuable insights for the design of jointless bridge structures.]]></description>
      <pubDate>Tue, 24 Mar 2026 16:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673205</guid>
    </item>
    <item>
      <title>Experimental validation through real-time hybrid simulation of an innovative damping system for seismic control of offshore jacket platforms</title>
      <link>https://trid.trb.org/View/2644099</link>
      <description><![CDATA[This study experimentally validates a novel Semi-active Bidirectional Tuned Liquid Column Gas Damper (SBTLCGD) developed for the seismic protection of offshore jacket platforms. The proposed system integrates gas pressure regulation for adaptive frequency tuning with solenoid valve–based semi-active control, addressing the limitations of conventional tuned liquid dampers, particularly frequency mismatch with low-frequency offshore structures. A 1:36 Froude-scaled physical model of a jacket platform was developed and represented by an equivalent single degree of freedom (ESDOF) system. The platform was subjected to eight historical near- and far-field earthquake records using a shaking table. Real-time hybrid simulation (RTHS) with a displacement-based Groundhook algorithm was employed to control the valve actuation in semi-active mode. Results demonstrate that the SBTLCGD achieves superior performance compared to passive systems, reducing peak displacements by up to 80 % and RMS displacements by more than 70 % across multiple seismic events. Frequency-domain analyses further confirm its ability to suppress resonant responses and redistribute seismic energy. These findings highlight the robustness and adaptability of the SBTLCGD as an efficient solution for enhancing the seismic resilience of offshore jacket platforms and other marine infrastructures.]]></description>
      <pubDate>Tue, 17 Mar 2026 09:48:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2644099</guid>
    </item>
    <item>
      <title>Research on the Seismic Mitigation and Isolation Performance of DPSR-MRD in Bridges and Shake Table Tests</title>
      <link>https://trid.trb.org/View/2678994</link>
      <description><![CDATA[To address the limitations of conventional magnetorheological (MR) dampers in bridge engineering, particularly their lack of semi-active control algorithms and inadequate structural adaptability, this study develops a novel dual-chamber self-centering MR damper (DPSR-MRD) with an energy-feedback-based semi-active control strategy. The device integrates dual-chamber fluid interaction (MR fluid in the liquid cylinder and nitrogen gas in the gas cylinder) with a self-centering mechanism, enabling dynamic stiffness adjustment and bidirectional displacement control. An embedded control module adjusts current in real time using accelerometer feedback, while an energy-based algorithm optimizes damping force distribution, significantly improving seismic energy dissipation. Shaking table tests demonstrate the DPSR-MRD's superior performance under multidirectional seismic excitation, achieving 40.33%–47.99% reduction in mid-span displacement, up to 69.9% decrease in peak pier strain, and effective mitigation of localized stress concentration through asymmetric displacement control. Numerical simulations reveal its multi-scale control mechanism: macroscopically reducing overall structural response (up to 71.4% displacement reduction) and microscopically suppressing pier damage through magnetorheological coupling (264.94% reduction in strain). The DPSR-MRD combines adaptive stiffness reconfiguration, multi-modal energy dissipation, and fail-safe protection, offering a robust intelligent solution for bridge seismic mitigation and advancing MR technology applications in civil engineering disaster prevention.]]></description>
      <pubDate>Wed, 11 Mar 2026 16:56:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678994</guid>
    </item>
    <item>
      <title>Low-frequency vibration suppression of raft-hull systems using lever-type vibration isolators with tunable negative stiffness</title>
      <link>https://trid.trb.org/View/2667987</link>
      <description><![CDATA[In this study, a novel lever-type vibration isolator with tunable negative stiffness is proposed to suppress the low-frequency vibrations of underwater vehicles. The proposed isolators are integrated between the raft and hull of underwater vehicles. In order to investigate the performance of low-frequency vibration suppression for the raft-hull system with the proposed isolators, a dynamic model is developed using the frequency-response-function synthesis method, with lever-type vibration isolators installed between the floating raft and the hull. The impact of this isolator on the hull’s vibration response is systematically analyzed. Theoretical findings indicate that the lever-type isolator with negative stiffness significantly broadens the isolation bandwidth of the raft-hull system and introduces an anti-resonance frequency in the hull’s frequency response. Both the resonance and anti-resonance frequencies are effectively tuned by adjusting the lever-end stiffness, which is realized by incorporating an electromagnetic spring at the lever end. Experimental results from impact hammer and shaker tests support the theoretical predictions. The findings indicate that distributed lever-type isolators with properly designed can attenuate low-frequency vibrations in raft-hull systems and offer a practical approach for vibration control in multi-degree-of-freedom systems.]]></description>
      <pubDate>Tue, 24 Feb 2026 15:39:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2667987</guid>
    </item>
    <item>
      <title>Automated diagnosis of bridge expansion joint defects using voiceprint features and deep learning</title>
      <link>https://trid.trb.org/View/2664175</link>
      <description><![CDATA[Bridge Expansion Joints (BEJs) are crucial for bridge safety, yet their acoustic signals are complex and easily disturbed by traffic noise, limiting traditional identification accuracy. To address this, an intelligent monitoring system based on voiceprint features and deep learning is developed. Its key contributions include: (1) a cloud-edge collaborative voiceprint monitoring device that integrates audio sampling, embedded processing, cloud server and wireless transmission, enabling long-term data collection and remote diagnosis under noisy environments; (2) the use of first- and second-order differential Mel Frequency Cepstral Coefficients (MFCC) for feature extraction, improving discriminability; and (3) the Hybrid Attention Fusion Network (HAFNet), built on a pre-trained convolutional backbone with multi-scale attention, achieving high-precision recognition of typical BEJ faults, with testing accuracies of 97.99% and 99.00% for two vehicle types. Field experiments demonstrate the system's stability, reliability, and feasibility for real-time BEJ monitoring.]]></description>
      <pubDate>Fri, 20 Feb 2026 09:02:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2664175</guid>
    </item>
    <item>
      <title>Passive and Semi-Active Pseudo Negative Stiffness Control of Highway Bridge Benchmark Problem</title>
      <link>https://trid.trb.org/View/2235149</link>
      <description><![CDATA[Active and semi-active control methods for reduction of the dynamic response of structures are emerging and some are being implemented in buildings and bridges. This vast growing technology owes to recent developments of sensing and digital control techniques. Semi-active control is a promising approach for the seismic response reduction in which the control offers the adaptability of active control without requiring the associated large power sources, since the external energy is only used to modify the dynamic properties (e.g., stiffness, damping, and friction level) of semi-active device during an earthquake attack. Therefore, the semi-active control devices can be considered as controllable passive devices. The problem lies on what algorithm should control this device so that the structural response is favorable under earthquake excitation. Earthquake input energy absorption capability of structural components described by hysteretic loops plays the key role in ensuring proper seismic performance of structures. Members that have stable and large hysteretic loops are considered as ductile have been proved successful in reducing seismic responses. For very important structures, energy-absorbing devices are added to structures so that the hysteretic loops are localized only at the devices. For seismic isolation techniques, for example, hysteretic loops are also employed at the isolation devices to reduce excessive displacement. In this study, passive and semi-active control devices combined with base isolation bearings are used to generate desirable hysteretic loops. The control algorithm is designed so that the combination of the variable damper and isolation bearings yields the desirable hysteretic loops.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235149</guid>
    </item>
    <item>
      <title>Semiactive Lyapunov Controller for Phase II Seismic Isolated Highway Bridge Benchmark</title>
      <link>https://trid.trb.org/View/2235140</link>
      <description><![CDATA[Recently, a benchmark problem has been developed to study seismically excited highway bridges. In the second phase of the aforementioned study, the bridge is isolated both at the abutments and at the central pier location. The isolation, though effective in reducing the superstructure responses such as mid-span accelerations, results in increased mid-span and isolator displacements. The performance of a newly developed Lyapunov semiactive controller in reducing the isolator and mid-span displacements is investigated analytically on this newly developed phase II full-scale three-dimensional seismically excited highway bridge. The bridge is isolated using nonlinear hysteretic bearings with a lead core on the inside and an elastomer surrounding the lead core. Magneto-rheological (MR) dampers are used to control the seismic responses of the bridge semiactively. The semiactive control devices are installed at the isolation level between the deck and the isolators on bridge piers and center column at ten locations, each location consisting of a single orthogonal pair to control the responses in both directions. The outputs allowed in the benchmark problem definition are used to design the controller and where velocity measurements are required, the accelerations are integrated using a filter that simulates integration. The performance of the controller is analyzed in terms of the performance indices defined in the benchmark problem definition. The results of the Lyapunov controller are compared with the results of the sample controller presented in the benchmark problem.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235140</guid>
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