<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>Automated Measurements of Lateral Track Panel Strength and Examinations of Track Maintenance Effects Using AAR's Track Loading Vehicle</title>
      <link>https://trid.trb.org/View/1533069</link>
      <description><![CDATA[This report summarizes test results and findings under the project "TLV Track Panel Shift and Lateral Track Strength Tests." The project was jointly funded by the Association of American Railroads (AAR) and the Federal Railroad Administration (FRA). These tests were performed primarily off-site on Norfolk Southern revenue tracks, but a significant portion of tests was conducted on the Transportation Technology Center's (TTC's) test tracks. The study was conducted to complement previous testing done by AAR for developing a prototype technique for automated track strength measurement and for studying the effects of track maintenance operations. Major results from this study included (1) the successful development and demonstration of a prototype Track Loading Vehicle (TLV) technique for automated lateral track strength measurements; (2) quantitative examination of the effects on lateral strength of wood tie tracks of surfacing and tamping, dynamic ballast stabilization and accumulative traffic; and (3) survey of Class 1 railroad slow orders and quantitative comparisons with TLV track strength test results.]]></description>
      <pubDate>Tue, 11 Sep 2018 14:46:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1533069</guid>
    </item>
    <item>
      <title>Investigation of Lateral Track Strength and Track Panel Shift Using AAR's Track Loading Vehicle</title>
      <link>https://trid.trb.org/View/1531852</link>
      <description><![CDATA[The Association of American Railroads (AAR) is conducting extensive lateral track strength (track panel shift) tests using the AAR’s Track Loading Vehicle (TLV). The entire test program consists of three phases: (1) demonstration tests, (2) fundamental tests, and (3) off-site tests and is a joint research effort with the Federal Railroad Administration under its Vehicle Track Systems Program. This report covers the first two phases of tests that were conducted on test tracks at the Transportation Technology Center (TTC), Pueblo, Colorado. The main conclusions are given below based on three different types of TLV tests. Stationary TLV panel shift tests have shown that lateral track strength can be measured on intact track with maximum track deflections of 0.3 inch. Among a number of load and track variables examined, vertical axle load and ballast consolidation were shown to have the most significant influence on lateral track strength. Single tie push tests were also performed and support trends as identified by TLV tests. In-motion TLV panel shift tests were conducted using repeated TLV passes over a given test zone. These were used to identify lateral force levels that cause constant deformation growth per vehicle pass, and are defined as the critical lateral load. Critical lateral loads and misalignment growths were determined as a function of vertical axle load, tie type (wood versus concrete) and rail temperature. A technique known as stiffness profile testing has been developed for in-motion track strength measurements. This technique used rail-contacting sensors and two-pass TLV tests to examine strength variation along a track. Weaker locations in track were identified. This technique will be improved in the future, with the goal of single-pass continuous measurement using non-contacting sensors.]]></description>
      <pubDate>Mon, 27 Aug 2018 17:23:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1531852</guid>
    </item>
    <item>
      <title>On the ballast–sleeper interaction in the longitudinal and lateral directions</title>
      <link>https://trid.trb.org/View/1501807</link>
      <description><![CDATA[In service, railway tracks must withstand the transverse and longitudinal forces that are caused by running vehicles and thermal loads. The mechanical design that adopts any of the track models available in the technical literature requires that the strength of the track is fully characterised. In this paper, the results of an experimental research activity on the sleeper–ballast resistance along the lateral and the longitudinal directions are reported and discussed. In particular, the work is aimed at identifying the strength contributions offered by the base, the ballast between the sleepers, and the ballast shoulder to the global resistance of the track in the horizontal plane. These quantities were experimentally determined by means of an ad hoc system designed by the authors. Field tests were carried out on a series of track sections that were built to simulate scenarios in which the ballast was removed from the crib and/or the shoulder. The results of this study indicate that the strength percent contributions from the crib, the sleeper base, and the shoulder are, respectively, equal to about 50%, 25%, and 25% in the lateral direction, and 60%, 30%, and 10% in the longitudinal direction. Moreover, the comparison of the acquired data with literature results reveals that a detailed knowledge about the testing conditions and the activated ballast failure mechanisms is needed in order to correctly use the test data for the design purpose.]]></description>
      <pubDate>Mon, 12 Mar 2018 15:03:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1501807</guid>
    </item>
    <item>
      <title>Analytical Element for Simulating Lateral-Strength Degradation in Reinforced Concrete Columns and Other Frame Members</title>
      <link>https://trid.trb.org/View/1303592</link>
      <description><![CDATA[An analytical element is proposed that is capable of simulating the lateral-strength degradation behavior of frame members subjected to seismic loading up to severe loss in lateral strength. Although element capabilities allow simulating the behavior of a wide range of frame members exhibiting loss of lateral strength, they were developed with the behavior of shear-critical reinforced concrete columns in mind. The element consists of a zero-length shear spring that connects in series with a beam-column flexural element. The proposed element can dynamically monitor beam-column elements for user-defined limiting forces and flexural deformations, and initiate degradation when either is reached. Upon initiation of degradation, the material model governing the behavior of the zero-length shear spring changes its constitutive properties to include pinching, strength degradation, and stiffness degradation. Cycle-, energy-, and displacement-based damage accumulation methods were implemented to provide users with the necessary tools to model a variety of frame members. A novel flexural-deformation compensation algorithm was implemented in the element that automatically adjusts the shear-spring stiffness and backbone curve such that a symmetric member response is achieved. The versatile element is shown to possess the necessary capabilities to simulate the nonlinear shear behavior and strength degradation of select reinforced concrete columns with only a limited number of parameters calibrated.]]></description>
      <pubDate>Wed, 28 May 2014 15:24:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1303592</guid>
    </item>
    <item>
      <title>Lateral Buckling Strength of Simply Supported LiteSteel Beams Subject to Moment Gradient Effects</title>
      <link>https://trid.trb.org/View/901244</link>
      <description><![CDATA[The flexural capacity of a new cold-formed hollow flange channel section known as LiteSteel beam (LSB) is limited by lateral distortional buckling for intermediate spans, which is characterized by simultaneous lateral deflection, twist, and web distortion. Recent research has developed suitable design rules for the member capacity of LSBs. However, they are limited to a uniform moment distribution that rarely exists in practice. Many steel design codes have adopted equivalent uniform moment distribution factors to accommodate the effect of nonuniform moment distributions in design. But they were derived mostly based on the data for conventional hot-rolled doubly symmetric I-beams subject to lateral torsional buckling. The effect of moment distribution for LSBs and the suitability of the current steel design code rules to include this effect for LSBs are not yet known. This paper presents the details of a research study based on finite-element analyses (FEAs) of the lateral buckling strength of simply supported LSBs subject to moment gradient effects. It also presents the details of a number of LSB lateral buckling experiments undertaken to validate the results of FEAs. Finally, it discusses the suitability of the current design methods and provides design recommendations for simply supported LSBs subject to moment gradient effects.]]></description>
      <pubDate>Wed, 30 Sep 2009 07:51:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/901244</guid>
    </item>
    <item>
      <title>Strength Evaluation of Interior Slab-Column Connections</title>
      <link>https://trid.trb.org/View/877932</link>
      <description><![CDATA[This paper examines the effectiveness of using code design equations to evaluate gravity load capacity and lateral resistance of slab-column connections.  The authors collected test data for interior flat-plate slab-column connections subjected to concentric gravity load and combined gravity and lateral loads. The connection strength was evaluated using ACI Code design equations. From test data, equations for connection gravity load capacity as a function of concrete strength, slab reinforcement ratio and yield strength, and the ratio of column size to slab effective depth were developed. A model for strength of connections subjected to lateral load using a beam analogy concept that includes resistance from flexure, shear, and torsion at the critical section is proposed.   The analysis of the test data indicated that the capacity of slab-column connections estimated using the ACI 318-05 two-way shear design equations may vary considerably from the test results.  The ACI design equations underestimated the unbalanced moment-carrying capacity of most connections tested, but the proposed equations can offer an alternative approach to evaluate the lateral strength of light-reinforced slab-column connections.]]></description>
      <pubDate>Wed, 31 Dec 2008 08:03:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/877932</guid>
    </item>
    <item>
      <title>Classification and Seismic Safety Evaluation of Existing Reinforced Concrete Columns</title>
      <link>https://trid.trb.org/View/815543</link>
      <description><![CDATA[This study contributes to the critical need for safety assessment tools for existing reinforced concrete structures. Of particular concern is the possibility of collapse due to shear failure followed by axial failure of columns supporting gravity loads. This is a potential threat to a number of existing buildings in seismically active regions. Due to unavoidable uncertainties, drift capacity predictions can only be made in a probabilistic manner. This is addressed by the development of probabilistic drift capacity models at two performance levels: lateral strength degradation and axial load failure. First, a classification method is proposed to approximately distinguish between shear-dominated columns and flexure-dominated columns. Second, for each type of column, a probabilistic shear capacity model is developed by applying an existing Bayesian methodology to an experimental database. The focus of the presentation is on the physical insight gained from the model development. Third, a probabilistic model is developed for the drift capacity at axial load failure. Finally, the probabilistic drift capacity models are employed to develop fragility curves—with confidence bounds—that are utilized to assess the probability of failure implied by current seismic rehabilitation guidelines.]]></description>
      <pubDate>Fri, 21 Sep 2007 13:54:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/815543</guid>
    </item>
    <item>
      <title>A Probabilistic Analysis of the Frequency of Bridge Collapses Due to Vessel Impact</title>
      <link>https://trid.trb.org/View/814693</link>
      <description><![CDATA[The collapse of the Queen Isabella Causeway in 2001, caused by a vessel collision, sent an alarming message to the state of Texas that vessel impact on bridges is a serious issue and that the possibility of such accidents needs to be considered in the design and evaluation of any bridge spanning a waterway. The Texas Department of Transportation (TxDOT) funded this research project at The University of Texas at Austin seeking to re-evaluate the current vessel collision calculations (both on the load and resistance side), create a database of vessel traffic in the state of Texas, and design a stand-alone computer program to perform the vessel collision risk calculations. Currently the 2004 American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) design code regulates vessel collision analysis. Bridges are designed to meet a specified annual frequency of collapse based on a probabilistic model. While the basis for the computation of the probability of aberrancy and geometric probability are well justified, little research has been performed on barge to pier collisions to support the AASHTO LRFD method for probability of collapse. Using two models, one that determines the force imparted on a bridge pier by a vessel and another that determines what the ultimate lateral strength of a pier is, an enhanced method for determining probability of collapse was developed.]]></description>
      <pubDate>Fri, 17 Aug 2007 15:48:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/814693</guid>
    </item>
    <item>
      <title>Seismic Design of Friction-Damped Precast Concrete Frame Structures</title>
      <link>https://trid.trb.org/View/789934</link>
      <description><![CDATA[This paper is on the seismic design of unbonded post-tensioned precast concrete frame structures that use friction dampers for supplemental energy dissipation. A procedure is described to determine the friction damper slip force and the area of post-tensioning steel needed in a frame to satisfy prescribed lateral strength and energy dissipation requirements. The proposed design procedure assumes that the lateral strength requirements for the frame have been obtained from a linear elastic analysis of the structure under equivalent lateral forces. Nonlinear reversed cyclic analyses of friction-damped precast concrete beam-column subassemblies and multi-story frame structures under lateral loads are conducted to evaluate the design procedure and to identify areas where improvement may be needed. The analytical results show that friction-damped precast concrete frames can achieve significant energy dissipation levels while maintaining a large level of self-centering capability due to the post-tensioning force.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:38:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/789934</guid>
    </item>
    <item>
      <title>A DEVICE FOR EVALUATING HORIZONTAL SOIL RESISTANCE FOR OVERHEAD SIGN SUPPORTS</title>
      <link>https://trid.trb.org/View/122484</link>
      <description><![CDATA[A DEVICE IS DESCRIBED WHICH CAN BE USED TO ESTIMATE THE LATERAL STRENGTH OF SOILS. IT CONSISTS OF TWO PARTIAL SECTIONS OF A CYLINDER, EACH 12 INCHES LONG AND 4 INCHES WIDE WITH A 6-TON HYDRAULIC JACK. THE JACK IS ATTACHED TO ONE-HALF-INCH PIPE, WHICH CAN BE EXTENDED AS NEEDED IN THE FIELD. AN INDICATOR CONSISTING OF A BALL CHAIN OVER TWO PULLEYS, WHICH DOUBLES THE MOVEMENT OF THE CHAIN COMPARED TO THE DISTANCE THE CYLINDER SECTIONS MOVE APART, IS PROVIDED. FORCE IS READ WITH AN OXYGEN-TYPE GAGE ATTACHED TO THE HIGH- PRESSURE PUMP END OF THE HOSE.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:43:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/122484</guid>
    </item>
    <item>
      <title>STUDY ON LATERAL BUCKLING STRENGTH AND DESIGN AID FOR HORIZONTALLY CURVED I-GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/211515</link>
      <description><![CDATA[This paper deals with the lateral buckling strength and corresponding rational design method of the horizontally curved I-girder bridges.  Through the experimental studies on multiple curved I-girder models, it is shown that overall lateral buckling is not so important a phenomenon and that local buckling of main girder between the supported portions by floor beams or sway and lateral bracings should be taken into account for designing the curved I-girder bridges. Accordingly, the local buckling tests of twenty seven model girders were carried out under the loading conditions of approximately pure bending.  The results were used to estimate the buckling strength of curved I-girder.  Also the analytical method to evaluate the lateral buckling strength of curved I-girders was discussed.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211515</guid>
    </item>
    <item>
      <title>EXPERIMENTAL INVESTIGATION OF THE PARAMETERS AFFECTING THE CASTOR STABILITY OF ROAD WHEELS</title>
      <link>https://trid.trb.org/View/115702</link>
      <description><![CDATA[THE EXPERIMENTAL TESTING OF A MODEL CASTORING WHEEL ON A MOVING ROAD SURFACE IS DESCRIBED.  THE STABILITY OF THIS STEERABLE WHEEL WAS INVESTIGATED AS A FUNCTION OF VARIOUS GEOMETRICAL AND PHYSICAL PARAMETERS.  A MOST IMPORTANT PARAMETER WAS FOUND TO BE THE LATERAL STIFFNESS OF THE SYSTEM RELATIVE TO THE STEERING AXIS.  PREVIOUS WORK HAS EXPLAINED INSTABILITY IN TERMS OF TIRE BEHAVIOR, NOTABLY FOR AIRCRAFT LANDING GEAR, BUT IN THESE TESTS A TIRE-LESS WHEEL WAS USED IN AN ATTEMPT TO FIND A MORE FUNDAMENTAL CAUSE.  IT WAS CONCLUDED THAT THE OVERALL LATERAL STIFFNESS OF THE WHEEL SYSTEM, OF WHICH TIRE STIFFNESS IS ONE COMPONENT, IS IMPORTANT.  THE GRAPHICAL RESULTS FORM A BASIS FOR IMPROVING THE DESIGN OF MOTORCYCLE AND MOTOR CAR FRONT WHEEL ASSEMBLIES.]]></description>
      <pubDate>Thu, 15 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115702</guid>
    </item>
    <item>
      <title>MICROSCOPIC MODELING OF GAGE WIDENING</title>
      <link>https://trid.trb.org/View/723721</link>
      <description><![CDATA[Many track-related derailments are caused by gage widening, a track safety factor that develops primarily as a result of degradation of the ties and fastenings.  Gage degradation of a wooden-tie track is examined from a mechanistic point of view. A finite element model is used to simulate the lateral rail deflection under load and to investigate the growth mechanism of bad tie clusters.  The ties are assumed to be in new condition at the beginning.  Because the degradation of individual ties is not uniform, one tie is assumed to degrade first, which leads to load redistribution to the adjacent ties.  Several different configurations and degradation patterns of tie clusters are examined, and rail deflections at each degrading stage are simulated for several scenarios.  Results of the analysis indicate that rail deflection with different tie lateral-strength levels is not linear but follows a third-order polynomial trend.  Rail deflection increases much more quickly when the lateral strength of a tie degrades below 50% of its capacity.  The gage-restraint capacity of a track is determined not solely by the absolute number of defective ties in the track but mainly by bad tie clusters and the configuration of those clusters.]]></description>
      <pubDate>Tue, 17 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/723721</guid>
    </item>
    <item>
      <title>LATERAL RESISTANCE AND DEFLECTION OF RIGID WALLS AND PILES IN LAYERED SOILS</title>
      <link>https://trid.trb.org/View/173956</link>
      <description><![CDATA[The ultimate lateral resistance and the lateral deflection at working loads of rigid vertical walls and piles with a free head subjected to horizontal load and embedded in two-layered soils of sand and clay have been investigated. Part 1 deals with the behaviour of rigid walls, and the analyses are compared with the results of model wall tests in layered soils.  Part 2 treats the behaviour of rigid piles, and the analyses are compared with the results of model tests on piles and pile groups in layered soils and some field case records. (TRRL)]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173956</guid>
    </item>
    <item>
      <title>THE SIGNIFICANCE OF SOIL CONDITIONS AND TRENCH PREPARATION IN RELATION TO PIPELINE PERFORMANCE</title>
      <link>https://trid.trb.org/View/65517</link>
      <description><![CDATA[The influence is outlined of such factors as the bedding around a pipe on the performance of rigid and flexible pipelines, and guidelines are given on trench preparation and the selection of embedment materials.  Also discussed is the pipeline materials, and the type of corrosion protection which is adequate and economical.  The supporting strength of rigid conduits can be determined readily in the laboratory.  It is shown that for a specific pipe diameter and factor of safety the ability to support vertical load is directly proportional to the load factor.  Rigid and flexible conduits are discussed, and comments are made on soil surveys, compaction of soil, anchor blocks and area of anchorage.  Designing for earthquakes and subsidence, as well as designing for pipes in unstable ground conditions are also discussed.  It is noted that where pipes are laid underground in poor soil conditions (as opposed to unstable ground) then, two choices are abailable.  If a certain class of pipe embedment has been specified and it is found that the natural soil on the trench sides will not support the compacted of the trench walls with that of the pipe sorround.  Frequently calculations may indicate that adoption of the appropriate class of embedment compacted to a higher value of modified Proctor Density can meet design specification.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65517</guid>
    </item>
  </channel>
</rss>