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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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    <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>Recommendations for assessment of reinforced concrete slabs : enhanced structural analysis with the finite element method</title>
      <link>https://trid.trb.org/View/2534176</link>
      <description><![CDATA[Reinforced concrete structures show a pronounced non-linear response, with cracking of concrete for service loads and reinforcement yielding and concrete crushing at ultimate load. With non-linear finite element (FE) analysis, the structural response can be captured, and such analyses have shown great potential to reveal higher load carrying capacity compared to simplified and linear analysis methods. A multi-level structural assessment strategy, developed in previous research, provides a framework for more advanced, successively improved analysis of reinforced concrete slabs. This report provides recommendations for practicing structural engineers on structural assessment using FE analysis. The focus is on enhanced assessment with non-linear FE analysis, and the scope is reinforced concrete slabs with limited membrane effects. The intention is to facilitate the use of non-linear analysis in engineering practice by providing detailed recommendations on how such analyses can be made to provide increased understanding of the structural behaviour and reliable estimations of the load-carrying capacity of concrete slabs. However, the framework presented is general, and the approach can in many aspects also be used for other types of reinforced concrete structures. The recommendations given here are based on previous research performed by the authors, information from literature and engineering judgement based on practical experience. They are intended to give conservative estimates of the load-carrying capacity, fulfilling the required safety level. The report includes a thorough description of the assessment strategy. The global safety format recommended for non-linear analysis is presented and its application for different assessment levels is described. Furthermore, recommendations on how to take deterioration into account are given. Non-linear FE analysis of concrete structures is presented together with general advices for its application. Furthermore, general recommendations are presented for simplified and linear analysis, corresponding to today's practice.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:14:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534176</guid>
    </item>
    <item>
      <title>Machine learning-based prediction models and threat detection for lane-keeping assistance</title>
      <link>https://trid.trb.org/View/2344852</link>
      <description><![CDATA[Traffic accidents have been an ongoing problem for over a century and many efforts have been made to improve traffic safety. Historically, the focus has been on passive safety with innovations, such as crumpling zones, three-point seat belts, and airbags, that aim to mitigate the impact of collisions. As technology advanced, the focus shifted toward active safety, which aims to avoid accidents. Advanced driver assistance systems are nowadays utilized in vehicles to support the driver in critical situations where the driver is likely to fail the driving task. The system uses sensor information to estimate the risk of a threatful event, such as an unintended lane departure, and decides whether an automatic avoidance maneuver should be activated. However, from a legal perspective, it is the driver who is responsible for the driving, and consequently, the driver must be able to override an erroneous maneuver. This is an important aspect, as it restricts the system to the use of low-intensity maneuvers. That implies that a maneuver needs to be activated sufficiently early in time to be able to avoid the threatful situation, i.e., a long prediction horizon is needed to detect the threat in time. The decision to intervene with a supportive automatic avoidance maneuver is based on the output from the threat assessment, which uses a prediction model to estimate how the current traffic situation is evolving with time. Designing a well-functioning prediction model is challenging, as it must deal with multiple sources of uncertainties, such as sensor noise and drivers’ intentions, and it becomes even harder as the prediction horizon increases. This thesis focuses on how machine learning can be used to improve the performance of a lane-keeping assistance system. The goal has been to develop learning-based prediction models that are high-performing, robust, and efficient to compute in real time. The approach has been to evaluate the performance of linear and non-linear regression models using real-world data.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:27:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344852</guid>
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    <item>
      <title>On optimal mission planning for vehicles over long distance trips</title>
      <link>https://trid.trb.org/View/2344769</link>
      <description><![CDATA[This thesis proposes a mission planner for vehicles over long-distance trips, for finding the optimal trade-off between trip time, energy efficiency, and driver comfort, subject to road information, traffic situations, and weather conditions. The mission planner consists of three components, i.e. logistics planner, eco-driving supervisor, and thermal and charging supervisor. The logistics planner aims at optimising the mission start and/or finish time by minimising energy consumption and trip time. The eco-driving supervisor computes the velocity profile of the driving vehicle, by optimising the energy consumption and penalising driver discomfort. To do so, an online-capable algorithm has been formulated in a model predictive control framework, subject to road and traffic information, and the pre-optimised mission start and/or finish time. This algorithm is computationally efficient and enables the driving vehicle to adapt and optimally respond to predicted disturbances within a short amount of time. Eco-driving has also been achieved for a vehicle confronted with wind, by applying stochastic dynamic programming method. The thermal and charging supervisor regulates battery temperature and state of charge by coordinating the energy use of different thermal components. Within the thermal and charging supervisor design, a heat pump has been included for waste heat recovery purposes. Also, the charging stops have been optimally planned, in favour of energy efficiency and trip time. The performance of the proposed algorithms over a road with a hilly terrain is assessed using simulations.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:25:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344769</guid>
    </item>
    <item>
      <title>Optimal control of electric bus lines</title>
      <link>https://trid.trb.org/View/1948840</link>
      <description><![CDATA[Bus lines are inherently unstable systems, where any delay tends to be further amplified by the accrued passenger loads encountered at stops downstream. This self-reinforcing mechanism, when combined with the multiple sources of disturbances of an urban environment, can lead to the problem of bus bunching. To mitigate this, various types of control strategies have been proposed and some are routinely employed by transit agencies around the globe to improve service regularity. They range from simple rule-based ad-hoc solutions, to elaborate real-time prediction-based bus velocity control. However, most of these strategies only focus on service-related objectives, and often disregard the potential energy savings that could be achieved through the control intervention. Velocity-based control, in particular, is very suitable for eco-driving strategies, which can increase the energy efficiency of the transit system by adjusting the planned velocity trajectories of the vehicles based on the road and traffic conditions. This thesis proposes a scalable resolution method for the bus line regularity and eco-driving optimal control problem for electric buses.]]></description>
      <pubDate>Fri, 06 May 2022 17:06:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948840</guid>
    </item>
    <item>
      <title>Estimation of nonlinear greybox models for marine applications</title>
      <link>https://trid.trb.org/View/1894907</link>
      <description><![CDATA[As marine vessels are becoming increasingly autonomous, having accurate simulation models available is turning into an absolute necessity. This holds both for facilitation of development and for achieving satisfactory model-based control. When accurate ship models are sought, it is necessary to account for nonlinear hydrodynamic effects and to deal with environmental disturbances in a correct way. In this thesis, parameter estimators for nonlinear regression models where the regressors are second-order modulus functions are analyzed. This model class is referred to as second-order modulus models and is often used for greybox identification of marine vessels. The primary focus in the thesis is to find consistent estimators and for this an instrumental variable (IV) method is used.]]></description>
      <pubDate>Wed, 01 Dec 2021 14:46:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894907</guid>
    </item>
    <item>
      <title>Vibrations induced by surface roughness in nonlinear rolling contacts</title>
      <link>https://trid.trb.org/View/1463096</link>
      <description><![CDATA[For efficient transportation in either trains, busses or passenger cars, rolling elements such as wheels, tyres, bearings and transmission elements are fundamental. The energy efficiency and the generation of noise and vibrations in rolling contacts depend on the surface roughness of contacting bodies. In order to optimize the surfaces of rolling elements, prediction of its impact on the dynamic response from rolling excitation is required. A computationally efficient method to include surface roughness in the modelling of rolling contacts is presented. More specifically, nonlinear effects on the contact force due to the threedimensional shape and roughness of the contacting surfaces are introduced in a moving point force formulation. As a consequence of the point force approximation follows the assumption that any dynamic wave motion within the contact area is negligible.The rolling contact force is nonlinear due to a varying relative displacement between contacting bodies and is therefore referred to as state-dependent. A study case for the state-dependent method consisting of a steel ball rolling on a steel beam showed good agreement between numerical predictions and measured beam vibrations. Furthermore, an application to the wheel-rail interaction show that roughness-induced contact nonlinearities have a significant impact on the dynamic response caused by rolling excitation.]]></description>
      <pubDate>Thu, 30 Mar 2017 12:14:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1463096</guid>
    </item>
    <item>
      <title>Effect of nonlinear temperature gradient on responses of jointed concrete pavements</title>
      <link>https://trid.trb.org/View/1404615</link>
      <description><![CDATA[Since the initial development of pavement analysis software in the early 1970's, significant improvements have been conducted to enhance the capabilities of the finite element based jointed pavement analysis tools. A series of software development efforts have culminated in the production of NYSLAB, a jointed pavement analysis tool that has the capability to predict the complete thermo-mechanical responses. This paper presents a series of studies developed in NYSLAB to model nonlinear thermal gradients in concrete pavements. Nonlinear temperature gradients can produce slab expansion and contraction that lead to the generation of frictional tractions between stabs and foundation. The results presented here highlight the importance of considering nonlinear thermal gradient and the effect of frictional tractions in the analysis of jointed concrete pavements since they have a significant impact on PCC stabs bending stresses.]]></description>
      <pubDate>Thu, 21 Apr 2016 12:26:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404615</guid>
    </item>
    <item>
      <title>Nonlinear system identification and control applied to selective catalytic reduction systems</title>
      <link>https://trid.trb.org/View/1367708</link>
      <description><![CDATA[The stringent regulations of emission levels from heavy duty vehicles create a demand for new methods for reducing harmful emissions from diesel engines. This thesis deals with the modelling of the nitrogen oxide (NOx) emissions from heavy duty vehicles using a selective catalyst as an after treatment system, utilising ammonia (NH3) for its reduction. The process of the selective catalytic reduction (SCR) is nonlinear, since the result of the chemical reactions involved depends on the load operating point and the temperature. The purpose of this thesis is to investigate different methods for nonlinear system identification of SCR systems with control applications in mind. The main focus of the thesis is on finding suitable techniques for effective NOx reduction without the need of over dosage of ammonia. By using data collected from a simulator together with real measured data, new black-box identification techniques are developed. Scaling and convergence properties of the proposed algorithms are analysed theoretically. Some of the resulting models are used for controller development using e.g. feedback linearisation techniques, followed by validation in a simulator environment. The benefits of nonlinear modelling and control of the SCR system are highlighted in a comparison with control based on linear models of the system. Further, a multiple model approach is investigated for simultaneous control of NOx and tailpipe ammonia. The results indicate an improvement in terms of ammonia slip reduction in comparison with models that do not take the ammonia slip into account. Another approach to NOx reduction is achieved by controlling the SCR temperature using techniques developed for LPV systems. The results indicate a reduction of the accumulated NOx.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:23:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367708</guid>
    </item>
    <item>
      <title>Load-carrying capacity of a strengthened reinforced concrete bridge: non-linear finite element modeling of a test to failure: assessment of train load capacity of a two span railway trough bridge in Örnsköldsvik strengthened with bars of Carbon Fibre Reinforced Polymers (CFRP)</title>
      <link>https://trid.trb.org/View/1367643</link>
      <description><![CDATA[To meet the future traffic demands there is a constant need of making the infrastructure more effective. This can be achieved by increasing the capacity and/or life length of traffic lines. A part of the efforts to do this is increasing the load carrying capacity of the railway bridges so that it is possible to allow heavier freight trains to pass the bridges. In this thesis the assessment of the load carrying capacity of a strengthened concrete trough railway bridge, The Övik Bridge, with two spans in Örnsköldsvik, in northern Sweden, is treated. To investigate the ultimate behavior of the bridge a full scale load test up to failure was performed in 2006. At the loading test in Örnsköldsvik a steel beam was placed in the mid of one of the spans of the bridge. The failure was caused by pulling the steel beam downwards with cables which were anchored with injection into the drilled holes in the bedrock beneath the bridge. While the mechanism of a bending failure is commonly considered to be well investigated, the structural models for the shear failure are still the object of intense research. The bottom sides of the edge beams of the Örnsköldsvik Bridge were strengthened with Near Surface Mounted reinforcement (NSM) consisting of Carbon Fibre Reinforced Polymers (CFRP) to increase the bending capacity and in that way steer the bridge to failure in shear instead of bending. The material properties of the reinforcement were determined in tension tests. Concrete properties were determined by testing drilled core samples. Displacements and deflections of the bridge, strains in concrete, steel and carbon fibre reinforcement were measured during the test as a function of the increasing load. In this thesis the analysis of the failure of the bridge, structural models describing the behavior and load carrying capacity are evaluated according to different design codes. Advanced finite element analysis is applied with both geometrical and material non-linearities included. To verify the models used in codes and computer calculations the response of the bridge during the test is compared with the calculation results. The refined and calibrated FEM model is used to predict how high axle loads of a train the Övik Bridge could have sustained. The Övik Bridge was designed in 1950’s for axle loads of 20 ton. The calculations methods developed in this thesis show that the axle loads in the failure state could have been increased at least up to 154 tons without strengthening and to 215 ton with strengthening of the bridge slab with carbon fibre reinforcement bars with Af = 100 mm2 c 150 mm using statistical mean values of loads and material properties in the calculations.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:20:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367643</guid>
    </item>
    <item>
      <title>Essential modelling details in dynamic FE-analyses of railway bridges</title>
      <link>https://trid.trb.org/View/1367633</link>
      <description><![CDATA[The increased need to reduce the use of fossil fuels imposes higher demands on the efficiency of rail transportation. Therefore, an improved knowledge regarding the dynamic properties of railway bridges and infrastructure for railway traffic in general is required. Typically, increased train speed, longer trains and increased axle loads increase the dynamic response in railway bridges. Modelling details for bridge structures such as the flexibility of the foundations, radiation damping in the subsoil and the embankments as well as hysteretic effects in bridge bearings and the track superstructure are typically neglected. The reason for this is that suitable models which consider the influence of such effects in engineering calculations have not yet been implemented in the effectual design codes. This thesis is mainly based on a case study of a ballasted, simply supported steel-concrete composite bridge, which shows a considerable variation in the natural frequencies and damping ratios depending on the amplitude of vibration. Furthermore, the natural frequencies were found to increase significantly during the winter. It is well known that the dynamic properties of typical civil engineering structures are dependent on the amplitude of vibration. However, the fact that certain railway bridges exhibit such non-linear behaviour also for very small amplitudes of vibration has been shown only during later years. This has been verified by means of measurements of the free vibrations after train passages on three typical Swedish beam bridges for railway traffic. Possible sources to this amplitude dependency have been identified primarily in the bridge bearings and the track superstructure. Models of these structural components, based on the so called Bouc-Wen model, have been implemented in a commercial finite element program and was used in a preliminary study. The results indicate that roller bearings and pot bearings can give rise to a non-linear mode of vibration, characterised by two different states. At very small amplitudes of vibration (. 0:1m=s2), no movement over such bearings occur (state 1) since their initial resistance to motion is not overcome. Depending on parameters such as the longitudinal stiffness of the foundations and substructures, the beam height over the supports as well as the bearing type, there is an amplitude of vibration at which the initial resistance to motion is completely overcome (state 2). The bearings are then free to move, with a resistance characterised by the kinematic friction (pot bearings) or the rolling resistance (roller bearings). During the transition from state 1 to state 2, the frequency decreases continuously towards an asymptotic value and the damping initially grows considerably, from a value which corresponds quite well to the recommendations of the Eurocodes and then returns to a value similar to that in state 1. The preliminary study indicates that it is possible to design certain bridges so that this increase in damping is optimal over the relevant range of amplitudes of vibration.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:20:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367633</guid>
    </item>
    <item>
      <title>Identification of hydrodynamic coefficients from sea trials for ship maneuvering simulation</title>
      <link>https://trid.trb.org/View/1327775</link>
      <description><![CDATA[In this study, an identification procedure is proposed to estimate the hydrodynamic parameters of a range of ship maneuvering models, by coupling the dynamic ship motion model with mathematical programming techniques. In order to assess efficiently the hydrodynamic parameters, a sensitivity analysis is first performed to identify the most sensitive coefficients. Different Mathematical Programming Techniques have been used and compared in the determination of optimal hydrodynamic parameter. The proposed procedure has been validated through turning circle and zigzag manoeuvres based on experimental data of sea trials of the 190,000-dwt oil tanker. Comparisons between experimental and computed data show the RMSD (Root-Mean-Square Deviation) of ship trajectory decreases from 68.0m to 5.8m in Turning Circle test, and RMSD of ship’s heading angle decreases from 17.3deg to 6.6deg in Zigzag.]]></description>
      <pubDate>Wed, 15 Oct 2014 10:37:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1327775</guid>
    </item>
    <item>
      <title>Monitoring of the Damage Evolution in Reinforced Concrete Girder by Means of Nonlinear Elastic Wave Spectroscopy</title>
      <link>https://trid.trb.org/View/1251221</link>
      <description><![CDATA[Nonlinear elastic wave spectroscopy (NEWS) is a package of advanced methods of ultrasonic spectroscopy which make it possible to capture with a high level of sensitivity the formation and development of structure damage even in materially, as well as geometrically, highly complicated specimens. Concrete and reinforced concrete are classical examples of materials to which the application of conventional ultrasonic methods is very complicated. This is why they make an ideal medium for the application of non-linear ultrasonic methods. The object of this experimental the application of nonlinear ultrasonic testing to assess the structural integrity of a reinforced concrete girder which was extracted from a bridge structure during the reconstruction of the bridge. The girder was tested in three stages: prior to loading, in the course of loading, and when the loading had been completed, with the aim of identifying the parameters correlating with the girder structure integrity damage. Two nonlinear ultrasonic spectroscopy methods were applied, namely, employing one and two harmonic signals. Frequency spectra of the transmission responses were analyzed.  Defects occurring in the structure under investigation give rise to heavy nonlinear effects accompanying the propagation of elastic waves, which, in the single - signal excitement case took effect in emphasizing the odd-numbered harmonic components among the newly generated frequencies. Therefore, the amplitudes of the latter were evaluated. In the other case, two ultrasonic signals of close frequencies were applied and their difference components were evaluated. Structure integrity damage was identified in the girder by means of the frequency spectrum analysis.]]></description>
      <pubDate>Mon, 03 Jun 2013 09:15:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1251221</guid>
    </item>
    <item>
      <title>Non-linear vibration and dynamic fracture mechanics of bridge cables</title>
      <link>https://trid.trb.org/View/1215511</link>
      <description><![CDATA[In the present work, the non-linear vibrations and the corresponding dynamic fracture mechanics of cables of cable-stayed bridges are studied. The cables are among the most critical components in cable-stayed bridges and there are different damage sources such as corrosion, vibration, fatigue and fretting fatigue that can significantly affect them, thereby reducing the cable’s service life and even producing their failure. Cable-Parametric Resonance is the specific non-linear vibration studied in this research. This type of vibration occurs due to displacements presented at the cable supports. These displacements are induced by the wind and traffic loads acting on the pylon and deck of the bridge. Under certain conditions, unstable cable-vibration of significant amplitude can be registered. Therefore, numerical and experimental analyses are carried out in order to describe this phenomenon and to determine the corresponding instability conditions. Two non-linear models of cable-parametric resonance are studied to predict the cable response. In the simulation method, the non-linear components are treated as external forces acting on the linear systems, which are represented by Single Degree of Freedom systems and described by digital filters. A clear non-linear relationship between the excitation and the cable response is observed in the simulations and the experiments. The corresponding experimental analysis is based on a scaled model (1:200) of the Öresund bridge and a good agreement between the numerical and experimental results is found. After obtaining the relationship between the cable response and the excitation, the cable instability conditions are determined. This is done by finding the minimum displacement required at the cable supports in order to induce nonlinear cable vibration of considerable amplitude. The instability conditions are determined within a wide range of excitation frequencies and conveniently expressed in a simplified and practical way by a curve. The determination process is rather fast and offers the possibility to evaluate all bridge cable stays in a rather short time. Finally, the dynamic fracture mechanics of the cable is considered by studying the fracture toughness characteristics of the material under dynamic conditions. Finite Element simulations on a pre-cracked three-point bending specimen under impact loading are performed. The observed cable instability is equivalently considered as the associated response to impact load conditions, and a crack as a defect on the wires of a cable stay. The simulations are based on an experimental work by using the Split Hopkinson pressure bar (Jiang et al). The dynamic stress intensity factor KI(t) up to crack initiation is then obtained by different methods. The numerical estimations based on the specimen’s crack tip opening displacement (CTOD) and mid-span displacement were closest to the experimental results. It is observed that a better estimation of the dynamic stress intensity factor relies on a proper formulation of the specimen’s stiffness.]]></description>
      <pubDate>Mon, 01 Oct 2012 13:15:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1215511</guid>
    </item>
    <item>
      <title>An Extended Model for the Design of City Mass Transport Network</title>
      <link>https://trid.trb.org/View/1120892</link>
      <description><![CDATA[The presented article deals with the problem of the design of city mass transport lines network. The problem will be solved by means of linear programming methods. The fundamentals of this model consist in the known pieces of knowledge – the lines are identified through assigned vehicles. However, the results of original mathematical models often require further corrections for traffic realization. Therefore, mathematical modeling is not usually used to solve this problem. Nevertheless, there are many possible modifications of the models to solve such types of problems, the proposed models are universal. In addition, in many cases mathematical models enable us to find the optimal solution. The presented model has the following characteristics. The total costs for vehicle ride will be the optimization criterion. The proposed model will include the conditions which ensure better construction of timetable after the resolution of the model. Vehicles are allocated according to the acceptable intervals and these intervals are predetermined. The model will be formed for a company  with a homogeneous vehicle fleet.]]></description>
      <pubDate>Mon, 31 Oct 2011 10:54:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1120892</guid>
    </item>
    <item>
      <title>3-D Nonlinear Finite Element Modeling of Cable-stayed Bridge</title>
      <link>https://trid.trb.org/View/1117157</link>
      <description><![CDATA[A 3-D nonlinear analysis of a cable-stayed bridge by finite element method is presented in this paper. Various nonlinearity concepts in cable-stayed bridges are described. A realistic analytical cable-stayed bridge model is developed by using SAP2000 finite element program. The static and dynamic response of the cable-stayed bridge under dead load, live load and seismic load is investigated, taking the effects of several nonlinearities into account. Forces and deformations of the members due to various load combinations are calculated. The effect of the distribution of the cable tensioning on the bridge performance and the seismic behavior of the ?floating deck system? of the cable-stayed bridge are also discussed. (A)]]></description>
      <pubDate>Fri, 23 Sep 2011 10:17:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117157</guid>
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