<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>Large Propped Cantilever Beam with Opening</title>
      <link>https://trid.trb.org/View/1117368</link>
      <description><![CDATA[This paper will present a strut-and-tie design for a propped cantilever beam that supports a single concentrated load near midspan and has a large rectangular opening between the point of loading and the fixed-ended support. The internal truss that is selected to carry the imposed loading of the support is both externally and internally indeterminate. This creates a condition in which the calculated capacity of the strut-and-tie model (STM) designed region is affected by the relative stiffness of truss members and the degree of plasticity attributed to the truss. This paper investigated the design and is validated by plastic and non-linear truss analyses, finite element analysis, and the results from a scale model test of the designed structure. The paper will examine the influence of design and analysis assumptions on the performance of the structure under service and factored loads.]]></description>
      <pubDate>Wed, 28 Sep 2011 12:25:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117368</guid>
    </item>
    <item>
      <title>Evaluation of Grout-Filled Mechanical Splices for Precast Concrete Construction</title>
      <link>https://trid.trb.org/View/875314</link>
      <description><![CDATA[This report evaluates two proprietary grout-filled mechanical reinforcement splices, the Lenton Interlok and the NMB Splice Sleeve, for suitability in connecting precast concrete structural elements. The testing program included slip, fatigue, ultimate load, and creep. Both splices met the AASHTO LRFD provisions for slip and fatigue, demonstrating little displacement both before and after fatigue testing of 1,000,000 cycles with a stress range of 18 ksi. The ultimate loads of the two splices demonstrated that they are capable of exceeding 125 percent of the reinforcing bar’s yield strength, and in most cases 150 percent of the reinforcing bar’s yield strength. Subjected to sustained loading, neither of the splices showed susceptibility to significant creep displacements, though the limited data suggests epoxy coating may lower ultimate load capacity after sustained loading. Both products are recommended for use on department projects. Proposed revisions to the department’s Qualified Products List and Qualification Procedure for Mechanical Reinforcement Splices are included.]]></description>
      <pubDate>Tue, 25 Nov 2008 07:31:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/875314</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF THE MIDWEST GUARDRAIL SYSTEM</title>
      <link>https://trid.trb.org/View/727958</link>
      <description><![CDATA[A revised guardrail system has been developed that should provide greatly improved performance for high-center-of-gravity light truck vehicles.  The barrier incorporates W-beam guardrail and standard W6x9 steel posts.  Primary changes to the design include raising the standard rail height to 635 mm, moving rail splices to midspan between posts, increasing blockout size, and increasing the size of post bolt slots.  All of these changes were designed to improve the barrier's performance with high-center-of-gravity vehicles.  One full-scale crash test was conducted to verify that the guardrail would perform adequately with mini-sized automobiles when raised to 660 mm to the center of the rail.  This test proved that the barrier can provide satisfactory performance when mounted at heights ranging from 550 mm (standard guardrail height) up to 660 mm.  Hence, the new guardrail design provides approximately 110 mm (4.4 in.) of mounting height tolerance.  When installed at the nominal mounting height of 635 mm, a 75-mm pavement overlay could be applied to the roadway without requiring adjustments to the barrier's height.]]></description>
      <pubDate>Fri, 08 Nov 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/727958</guid>
    </item>
    <item>
      <title>PERFORMANCE OF W-BEAM SPLICES</title>
      <link>https://trid.trb.org/View/692527</link>
      <description><![CDATA[Structural failure of post-and-beam W-beam guardrails during impact sometimes is due to the rupture of the W-beam rail where two sections are spliced together with bolts.  Summarized is a study of the mechanics of failure of the splice connection.  The causes of rupture are identified, and a design alternative is formulated that will reduce the likelihood of rupture of the splice connection.  The tensile forces in the W-beam rail and the mode of deformation of the splice connection during impact were critical factors considered in the study.  The results of full-scale crash tests, laboratory tests, and finite element analysis indicate that relocating splices to midspan locations would greatly reduce the chance of observing a rupture of the guardrail in full-scale crash tests and in real-world collisions.]]></description>
      <pubDate>Wed, 15 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/692527</guid>
    </item>
    <item>
      <title>AASHTO'S LOAD AND RESISTANCE FACTOR DESIGN SPECIFICATIONS FOR TRANSVERSE BRACES: ADVERSE EFFECTS ON INTEGRITY AND DURABILITY OF REINFORCED CONCRETE DECK SLABS</title>
      <link>https://trid.trb.org/View/674393</link>
      <description><![CDATA[The transverse bracing provisions (diaphragms, cross-braces, cross-frames, and so on) of the 1998 AASHTO load and resistance factor design (LRFD) bridge design specifications for the design of deck-type highway bridges are examined.  This examination suggests that implementation of these provisions not only will have an adverse effect on the integrity and durability of reinforced concrete deck slabs, and consequently on life-cycle bridge costs; implementation of such provisions also has the potential to affect the desirability of steel bridge construction adversely.  Instead of avoiding the use of midspan braces, as implied by LRFD provisions, it is urged that midspan braces be more generally recognized as primary elements of complex superstructure structural systems and thus be sized and spaced to function not only as transverse flange braces but also integrally with concrete deck slabs to distribute vehicular loads laterally.  Such a practice not only will yield more efficient higher-quality structural systems capable of functioning effectively for 100 years or more, thus doubling their presently expected lives, but it will also help extend the service lives of the more vulnerable reinforced concrete deck slabs.]]></description>
      <pubDate>Wed, 17 Jan 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/674393</guid>
    </item>
    <item>
      <title>THE EFFECT OF MIDSPAN DIAPHRAGMS ON LOAD DISTRIBUTION IN A PRESETRESSED CONCRETE BOX-BEAM BRIDGE, PHILADELPHIA BBIDGE</title>
      <link>https://trid.trb.org/View/102306</link>
      <description><![CDATA[THE FIELD TESTING OF AN EXISTING BEAM-SLAB BRIDGE CONSTRUCTED WITH PRESTRESSED CONCRETE SPREAD BOX GIRDERS IS DESCRIBED. THE MAIN PURPOSE OF THIS STUDY WAS TO EXPERIMENTALLY INVESTIGATE THE EFFECT OF MIDSPAN DIAPHRAGMS ON DISTRIBUTION OF VEHICULAR LOADS TO EACH OF THE LONGITUDINAL BEAMS. THE BRIDGE WAS TESTED FIRST WITH THE DIAPHRAGM IN PLACE, AND THEN AGAIN AFTER THE DIAPHRAGMS HAD BEEN REMOVED. IT WAS FOUND THAT THE MIDSPAN DIAPHRAGMS DID TRANSMIT LOAD LATERALLY. THE DISTRIBUTION CONEFFICIENTS AND DEFLECTIONS FOR GIRDERS DIRECTLY UNDER THE VEHICULAR LOADS WERE SLIGHTLY REDUCED BY THE USE OF THE DIAPHRAGMS, WHEN THE BRIDGE WAS LOADED WITH ONE TRUCK. HOWEVER, OWING TO THE COMPENSATING EFFECTS WHEN SEVERAL LANES WERE LOADED SIMULTANEOUSLY, THE DISTRIBUTION FACTORS WERE NOT APPRECIABLY AFFECTED BY THE USE OF THE DIAPHRAGMS. IT WAS ALSO FOUND THAT THE EXPERIMENTALLY DETERMINED DISTRIBUTION FACTORS FOR INTERIOR GIRDERS WERE CONSIDERABLY LESS THAN THE PDH DESIGN VALUES, WHILE FOR EXTERIOR GIRDERS, THE EXPERIMENTAL VALUES WERE GREATER THAN THE DESIGN VALUES. THE EFFECT OF GIRDER SPACING WAS STUDIED BY COMPARING THE TEST RESULTS WITH THOSE FROM THE STUDY OF ANOTHER BRIDGE OF SIMILAR CONSTRUCTION (DREHERSVILLE BRIDGE - 1965). IN ADDITION, AN EVALUATION OF THE APPLICABILITY OF THE GUYON- MASSONNET LOAD DISTRIBUTION THEORY WAS INVESTIGATED BY COMPARING THE RESULTS WITH THE VALUES PREDICTED BY THE THEORY. /AUTHOR/]]></description>
      <pubDate>Fri, 28 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102306</guid>
    </item>
  </channel>
</rss>