<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>EVALUATION OF THE APPLICABILITY OF THE AASHO ROAD TEST RESULTS TO CROPS OF ENGINEERS FLEXIBLE PAVEMENT CRITERIA</title>
      <link>https://trid.trb.org/View/97628</link>
      <description><![CDATA[VARIOUS APPROACHES WERE INVESTIGATED IN AN EFFORT TO USE THE RESULTS OF THE AASHO ROAD TEST COMPLETED IN 1961 TO VALIDATE OR MODIFY PRESENT CORPS OF ENGINEERS /CE/ FLEXIBLE PAVEMENT DESIGN CRITERIA. THE AASHO ROAD TEST RESULTS ARE NOT DIRECTLY APPLICABLE FOR USE IN IMPROVING EXISTING CE DESIGN CRITERIA BECAUSE SUFFICIENT DATA WERE NOT OBTAINED DURING APPLICATION OF TEST TRAFFIC TO DETERMINE MATERIAL STRENGTH CONDITIONS, ESPECIALLY AT FAILURE. THE PRESENT SERVICEABILITY INDEX METHOD OF EVALUATING PAVEMENT PERFORMANCE, DEVELOPED BY THE AASHO ROAD TEST STAFF APPEARS TO HAVE CONSIDERABLE MERIT IN QUANTITATIVELY ASSESSING PAVEMENT CONDITION. HOWEVER, THE SPECIFIC VARIABLES FOR WHICH OBJECTIVE MEASUREMENTS ARE TAKEN FOR USE IN THIS METHOD OF EVALUATION ARE NOT THOSE NORMALLY CONSIDERED IN PAVEMENT DESIGN. THE VARIOUS APPROACHES FOLLOWED IN ATTEMPTING TO RELATE THE PATTERN OF BEHAVIOR REPRESENTED BY THE AASHO ROAD TEST RESULTS TO THE PATTERN INHERENT IN THE CE DESIGN PROCEDURES ARE EXPLAINED AND COMPARISONS ARE SHOWN. MATHEMATICAL PATTERNS SEEM TO BE STRONGLY PARALLEL, BUT THE SPECIFIC FIELD MEASUREMENTS NEEDED TO DRAW A DIRECT COMPARISON ARE LACKING. /AUTHOR/]]></description>
      <pubDate>Thu, 09 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97628</guid>
    </item>
    <item>
      <title>WHAT YOU SHOULD KNOW ABOUT FRACTURE TOUGHNESS</title>
      <link>https://trid.trb.org/View/106627</link>
      <description><![CDATA[THE PRINCIPLES OF FRACTURE TOUGHNESS ARE BRIEFLY REVIEWED AND IT IS SHOWN THAT THE CONCEPTS OF FRACTURE MECHANICS CAN PROVIDE A QUANTITATIVE FRAMEWORK FOR EVALUATING STRUCTURAL RELIABILITY. FRACTURE TOUGHNESS, LIKE THE PROPERTIES OF TRANSITION TEMPERATURE, IMPACT STRENGTH, AND NOTCHED- UNNOTCHED STRENGTH RATIO, HELPS TO GAGE THE ABILITY OF A MATERIAL TO ARREST A CRACK THAT COULD CAUSE SUDDEN FAILURE BELOW THE YIELD STRENGTH. BUT UNLIKE THOSE OTHER PARAMETERS, FRACTURE TOUGHNESS SEEMS TO BE A MATERIAL CONSTANT, UNAFFECTED BY SPECIMEN GEOMETRY AND MORE RELIABLE IN PREDICTING RELIABILITY. /AUTHOR/]]></description>
      <pubDate>Sat, 12 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106627</guid>
    </item>
    <item>
      <title>MODE 1 FRACTURE OF CONCRETE: DISCONTINUOUS CRACK GROWTH AND CRACK INTERFACE GRAIN BRIDGING</title>
      <link>https://trid.trb.org/View/366568</link>
      <description><![CDATA[In the present paper results are presented of vacuum impregnation tests using single-edge-notched concrete plates subjected to uniform boundary displacement.  A realistic fracture model for cement-based composites should be based on correct micro-structural observations of cracking and localization.  Macroscopic structural effects such as non-uniform opening and non-uniform drying out have a pronounced influence on the specimen behaviour. The results of the vacuum impregnation tests reveal that the fracturing of the specimens is a three-dimensional growth process. Cracking starts from the outer surfaces of a specimen, most likely due to non-uniform drying out and the related tensile eigenstresses near the specimens surface.  The macrocracks are highly discontinuous cracks with debonding near larger aggregates and intact material bridges between them.  The load carrying capacity of a tensile specimen for average crack openings larger than 50 micro m can be explained from distributed crack interface grain bridging.  The failure of the grain bridges is a process involving bending and frictional pull-out.  Next to this an 'intact core' was observed in some specimens loaded up to average axial deformations between 50 and 100 micro m.  The effects of maximum aggregate size on softening was significant for the range of specimen sizes and aggregate sizes tested.  The increased post-peak load carrying capacity for coarse grained mixes can be explained from the larger size (and thus the increased flexural capacity) of the crack interface grain bridges.  (Author/TRRL) (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366568</guid>
    </item>
    <item>
      <title>A COMPARISON BETWEEN THE STRESSES COMPUTED FOR FINITE SIZED PRECAST CONCRETE PAVEMENT UNITS USING WESTERGAARDS EQUATIONS AND A NUMERICAL DESIGN METHOD</title>
      <link>https://trid.trb.org/View/366604</link>
      <description><![CDATA[Westergaards equations are widely used in the design of rigid concrete highway and aircraft pavements.  The equations assume that the pavements are either infinite or semi-infinite in extent.  Recently, a numerical design procedure using finite elements has been introduced for finite sized precast concrete pavement units (raft units). The present paper compares the computed stress results from the two methods for the interior loading on a two metre square raft unit.  The results show that there is no simple "slab-size correction factor" to correlate the stress output from the two design methods as suggested by other authors. Westergaards analysis should not be used to design finite sized raft units; the numerical design procedure is recommended. (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366604</guid>
    </item>
    <item>
      <title>FITNESS-FOR-PURPOSE IN ENGINEERING CONSTRUCTIONS; MATERIAL SELECTION, FABRICATION AND QUALITY ASSURANCE</title>
      <link>https://trid.trb.org/View/174681</link>
      <description><![CDATA[Fitness-for-purpose is deemed to be that which is consciously chosen to be the right level of material and fabrication quality for each application, having regard to the risks and consequences of failure; it may be contrasted with the best quality that can be achieved within a given set of circumstances, which may be inadequate for some exacting requirements, and needlessly uneconomic for others which are less demanding.  A characteristic of the fitness- for-purpose approach is that it requires to be defined according to known facts, and by agreement which will seek to be national and eventually international.  The need for such an approach has already been seen with the development and application of fracture mechanics, but the paper draws attention to a wider scope which also embraces the evolution of the design process including computer-aided design, risk analysis and reliability engineering, non-destructive examination, codes and standards and quality assurance.  It is considered that the assessment of fitness-for-purpose relates best to the quality assurance approach, since the latter aims to be comprehensive, and makes provision for updating its own procedures.  (Author/TRRL)]]></description>
      <pubDate>Wed, 28 Apr 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174681</guid>
    </item>
    <item>
      <title>OVERSTRAIN EFFECTS DURING VARIABLE AMPLITUDE SERVICE HISTORY TESTING</title>
      <link>https://trid.trb.org/View/161272</link>
      <description><![CDATA[A technique of editing a service strain history, to omit strain cycles below various threshold levels, has been used to determine the damage caused by each level of strain cycles in a variable amplitude loading history applied to hot-rolled g40.21-50a steel.  Three service history programmes were used: Ford, Deere and GM.  The results obtained indicate the presence of an overstrain effect much larger than has been previously observed.  (Author/TRRL)]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161272</guid>
    </item>
    <item>
      <title>ENIVORNMENTALLY ASSISTED FRACTURING: RESEARCH AND STANDARDS.</title>
      <link>https://trid.trb.org/View/39509</link>
      <description><![CDATA[The relation between research and standardization is examined as it applies to the environmentally assisted fracturing processes, particularly in light of progress which has been made in some of the areas of purely mechanical fractures and, to a lesser extent, areas of purely chemical corrosion.  An arbitrary list is made of 20 possible chemical and mechanical failure processes and includes general and pitting corrosion, crevice and intergranular corrosion, fatigue cracking, stress rupture, cavitation and corrosion fatigue.  The lessons learned in the development of control measures for purely mechanical fracturing, especially brittle fracture, give useful guidance for the strategy for development of control plans for environmentally assisted fracturing processes, especially stress corrosion cracking, for which the control measures lag far behind those for purely mechanical fracturing.]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39509</guid>
    </item>
    <item>
      <title>FURTHER CONSIDERATION OF A MATHEMATICAL MODEL FOR PROGRESSIVE FRACTURE OF A HETEROGENEOUS MATERIAL</title>
      <link>https://trid.trb.org/View/25521</link>
      <description><![CDATA[Uniaxial stress-strain curves are derived for a mathematical model designed to represent a heterogeneous material that fails in tension by progressive fracture.  These results show qualitative agreement with the behaviour of real materials including mortars and concretes.  The results suggest that the behaviour that occurs, after the peak stress has been achieved in a deformation-controlled test, is dependent upon the energy required to fracture the material.  If this is sufficiently high, stable fracture propagation occurs.  However, if the energy required for fracture is low, failure occurs by instability under reducing stress.  The conditions for the occurrence of this instability are obtained in terms of the properties of the model material and the implications of this behaviour, for materials testing and the derivation of failure criteria, are briefly discussed.]]></description>
      <pubDate>Wed, 26 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25521</guid>
    </item>
    <item>
      <title>DESIGN CONSIDERATION FOR DEEP UNDERGROUND PROTECTIVE FACILITIES</title>
      <link>https://trid.trb.org/View/123195</link>
      <description><![CDATA[ANALYTICAL INVESTIGATIONS OF TWO PROBLEMS OF HARDENING A DEEP UNDERGROUND PROTECTIVE FACILITY--(1) THE MECHANICAL FAILURE OF A CAVITY UNDER DYNAMIC GROUND SHOCK LOADING AND (2) THE MATERIAL FAILURE OF A CAVITY PENETRATION UNDER OVERBURDEN LOADING AND REPEATED GROUND SHOCK LOADING--ARE REPORTED. /AUTHOR/]]></description>
      <pubDate>Tue, 12 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123195</guid>
    </item>
    <item>
      <title>RESEARCH ON SUBBASE MATERIALS /IN PORTUGUESE/</title>
      <link>https://trid.trb.org/View/108324</link>
      <description><![CDATA[RESEARCH OF THE FAULT ZONES IN THE PAVEMENT SUBBASE WITH PORTABLE ELECTRONIC DEVICES IS PRESENTED. THE ELECTRONIC DEVICE HAS A TRANSMITTER, A LONG WAVE RECEIVER, AND MICROAMMETER SPECIFICALLY CALIBRATED TO CHECK THE SUBBASE MATERIALS. ONE OF THE DIFFICULTIES WAS OBTAINING FIRST QUALITY EQUIPMENT FOR THE ELECTRONIC DEVICE. FAILURES ARE DETECTED IN THE MATERIALS USED FOR THE SUBBASE OF HIGHWAY PAVEMENTS (DECOMPOSED MATERIAL, INFILTRATION NESTS, AND EVEN GEOLOGICAL FAULTS IN GREATER DEPTH). MAGNETICAL MEASUREMENTS OF THE ROCKY MATERIALS ARE TAKEN, AND THE MAGNETIC ANOMALIES OBSERVED IN THE FIELD ARE EASILY INTERPRETED. FIELD DATA, WITH CORRECTIONS OF THE LOCAL AND DAILY VARIATIONS AND THE RESIDUAL EFFECTS OF TEMPERATURE, GIVE AN ACCURACY EQUIVALENT TO DATA FROM INTERNATIONAL REVIEWS. /RRI/]]></description>
      <pubDate>Sat, 30 Sep 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108324</guid>
    </item>
    <item>
      <title>SOME EXPERIMENTS ON THE ULTIMATE BEARING CAPACITY OF ROCK-TYPE MATERIALS</title>
      <link>https://trid.trb.org/View/127730</link>
      <description><![CDATA[THEORETICAL ATTEMPTS TO ANALYSE THE ULTIMATE BEARING CAPACITY (OR RESISTANCE TO INDENTATION FAILURE) OF ROCK SURFACES ARE USUALLY BASED ON SOME EXTENSION OF THE PLASTIC WEDGE MECHANISM ORIGINALLY PROPOSED BY PRANDTL. USING THESE IDEAS, SEVERAL SUGGESTIONS HAVE BEEN MADE IN THE LITERATURE OF THE SUBJECT THAT A PLATE BEARING TEST, CARRIED TO "FAILURE", CAN BE USED TO PREDICT ONE OF THE STRENGTH PARAMETERS OF A ROCK ASSUMED TO BE A MOHR-COULOMB MATERIAL. PHYSICAL EXPERIMENTS, IN WHICH A FLAT ENDED CYLINDRICAL DIE WAS PRESSED INTO THE SURFACE OF A SYNTHETIC ROCK, DEMONSTRATED THAT, DEPENDING ON THE DEGREE OF CONFINEMENT OF THE SPECIMEN, THE PLASTIC WEDGE MECHANISM WAS NOT THE ONLY MECHANISM TO OCCUR. FOR THIS AND OTHER REASONS A RELIABLE CORRELATION WAS NOT FOUND BETWEEN "FAILURE" LOAD AND MATERIAL STRENGTH PARAMETERS. NUMERICAL EXPERIMENTS WERE ALSO PERFORMED ON A GEOMETRICALLY SIMILAR MODEL USING THE FINITE ELEMENT TECHNIQUE, AND THE RESULTS COMPARED WITH THOSE FROM THE EXPERIMENTAL MODELS. /AUTHOR/]]></description>
      <pubDate>Sun, 11 Jun 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/127730</guid>
    </item>
    <item>
      <title>MAINTENANCE AND REPAIR OF BRIDGES, PARTS 1 &amp; 2</title>
      <link>https://trid.trb.org/View/107256</link>
      <description><![CDATA[EXAMPLES OF FAILURE IN MASONRY, METAL, AND CONCRETE BRIDGES ARE GIVEN, AND METHODS OF REPAIR FOR EACH TYPE, ARE OUTLINED. /RRL/]]></description>
      <pubDate>Thu, 24 Feb 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107256</guid>
    </item>
  </channel>
</rss>