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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>Influence of Buried Depth and Non-Uniformly Distributed Driving Force on Stress Characteristics of Pipelines in Landslide Regions</title>
      <link>https://trid.trb.org/View/1334748</link>
      <description><![CDATA[Choosing the reasonable depths of a buried pipeline is one of the crucial issues for long-distance gas transmission pipelines. This paper focuses on the mechanical analysis of a pipeline with a different buried depth under the driving force of a landslide. The relationship between the bending moment, shear force, displacement and buried depth of pipeline can be derived under certain assumed conditions. The result of the Zhong County-Wuhan City gas transmission pipeline project shows that the moment reaches a greater value at the junction and the midsection of the pipeline and the shear force reach maximum at the junction along with the increase of buried depth of the pipeline. On the basis of the stress characteristics of deep-buried pipeline in engineering practice, it can improve the safety of a gas transmission pipeline by enhancing the piping material performance at the junction and the middle part of the pipeline.]]></description>
      <pubDate>Tue, 23 Dec 2014 16:32:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1334748</guid>
    </item>
    <item>
      <title>Effects of Group Arrangement on the Ultimate Strength of Stud Shear Connection</title>
      <link>https://trid.trb.org/View/1108934</link>
      <description><![CDATA[For the design of shear connection for region of highly concentrated shear force in steel-concrete composite bridges, connection details are the most important design issues. Failure modes of the shear connection govern the ultimate strength for the design and governing design parameters can be changed. Instead of rigid shear connectors, this paper deals with the group stud shear connection for the precast decks. Shear pockets for stud connectors arise difficulty in the details of precast decks. Push-out tests were conducted to evaluate the ultimate strength according to the expected failure modes. Main parameters of the test were stud spacing, reinforcement details and stud diameter. Test results showed that current design provisions for the stud connectors can be used for the design of group stud shear connection when the design requirements on the minimum spacing of studs are satisfied and the splitting failure of concrete slab is prevented. An empirical equation was proposed to consider the effect of stud spacing when the spacing is less than the minimum requirement. Fatigue tests showed that the group stud connectors with spacing of more than three times of diameter has similar fatigue life with current design codes. Based on the test results, design recommendations for shear connection in a precast deck bridge were derived.]]></description>
      <pubDate>Mon, 08 Aug 2011 13:58:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1108934</guid>
    </item>
    <item>
      <title>Capacity of Shear Joints Between High-Strength Precast Elements and Normal-Strength Cast-in-Place Decks</title>
      <link>https://trid.trb.org/View/926009</link>
      <description><![CDATA[High-strength concrete precast elements with normal-strength cast-in-place decks are considered to be an economic way of construction, combining the advantages of both materials and the construction process.  In this paper the shear joint between the high-strength precast element and the normal-strength concrete is investigated.  During the experiments, practicality and the effects of surface preparation were evaluated and different roughening methods were compared.  To estimate the actual bond characteristics of a joint between a high-strength concrete and a normal-strength concrete two different tests were performed.  The characteristics of adhesion and micro-mechanical resistance were verified by applying shear forces on non-cracked joints.  The second push-off test measured the effects of shear friction and the relation between crack displacement and shear capacity by using specimens with a slant shear joint.  As a result, recommendations for an application of high-strength concrete in combination with normal-strength cast-in-place concrete are given concerning surface roughening methods, measurements and load bearing capacities.]]></description>
      <pubDate>Mon, 23 Aug 2010 10:39:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/926009</guid>
    </item>
    <item>
      <title>Interfacial Fracture Energy: An Indicator of Bituminous Material Adhesion</title>
      <link>https://trid.trb.org/View/891100</link>
      <description><![CDATA[That an effective binder-aggregate bonding prediction method is the pressurized blister test is demonstrated in this paper. The blister test recently has been introduced as a reliable approach to bituminous sealant and aggregate bonding prediction. There can be test application on any bituminous material, from the most brittle binder to the softest bituminous crack sealant, since this test measures a geometry-independent parameter that is an inherent property interface. Cohesive failures becomes a concern with very brittle material. An increase in thickness of the adhesive specimen can easily prevent such a failure. A specimen's thickness increase, however, also gives rise to shear forces that this analysis cannot neglect. This paper presents shear force effect on the interfacial fracture energy (IFE) of adhesive bituminous materials by utilizing theoretical and experimental analyses. Shear force effect on blister deflection is shown as a material thickness function. Additionally, bituminous material IFE dependence on temperature and loading rate was investigated through laboratory testing. For each material where IFE is optimized, an optimum temperature and loading rate can be identified. For improved performance under defined environmental conditions, this may help select appropriate binder/sealant.]]></description>
      <pubDate>Tue, 30 Jun 2009 08:32:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/891100</guid>
    </item>
    <item>
      <title>Shear Resistance of Lightweight Concrete Core of Fiber-Reinforced Polymer Concrete Sandwich Structure</title>
      <link>https://trid.trb.org/View/883698</link>
      <description><![CDATA[A shear resistance prediction model for the unreinforced lightweight concrete core of a recently developed bridge deck hybrid sandwich concept is presented in this paper. A compression skin made of a thin layer of high-strength concrete and a tensile skin made of a fiber-reinforced polymer composite sheet make up the sandwich skins. Fracture process zone shear force transmission, when tensile load transmission is still possible through an initiating crack, is considered and a fracture mechanics approach is used in the model. Twelve sandwich beams were experimented on for modeling result verification. A good agreement to experimental results was demonstrated and the importance of considering characteristic length and other fracture mechanic properties in addition to static strength highlighted through the proposed model, in contrast to the Eurocode 2 shear resistance prediction model.]]></description>
      <pubDate>Tue, 17 Feb 2009 12:32:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/883698</guid>
    </item>
    <item>
      <title>Image Analysis of Interparticle Contact Modeling</title>
      <link>https://trid.trb.org/View/815029</link>
      <description><![CDATA[Two dimensional photoelastic elements (disks or ellipses) are used as models for studying granular material behavior. The required observations include accurate continuous measurements of the interparticle forces (magnitude and orientation) during motion. Different methods of analyses were developed based on the isochromatic fringe pattern around the contact point. An image processing and analysis system was set to enable the measurements of the required isochromatic fringes. The system and technique used for the measurements are described and evaluated in this paper.]]></description>
      <pubDate>Mon, 27 Aug 2007 07:42:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/815029</guid>
    </item>
    <item>
      <title>Impact Factors for Curved Continuous Composite Multiple-Box Girder Bridges</title>
      <link>https://trid.trb.org/View/803201</link>
      <description><![CDATA[The results from a parametric study on the impact factors for 180 curved continuous composite multiple-box girder bridges are presented. Expressions for the impact factors for tangential flexural stresses, deflection, shear forces and reactions are deduced for American Association of State Highway and Transportation Officials (AASHTO) truck loading. The finite-element method was utilized to model the bridges as three-dimensional structures. The vehicle axle used in the analysis was simulated as a pair of concentrated forces moving along the concrete deck in a circumferential path with a constant speed. The effects of bridge configurations, loading positions, and vehicle speed on the impact factors were examined. Bridge configurations included span length, span-to-radius of curvature ratio, number of lanes, and number of boxes. The effect of the mass of the vehicle on the dynamic response of the bridges is also investigated. The data generated from the parametric study and the deduced expressions for the impact factors would enable bridge engineers to design curved continuous composite multiple-box girder bridges more reliably and economically.]]></description>
      <pubDate>Thu, 01 Mar 2007 11:00:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/803201</guid>
    </item>
    <item>
      <title>Oscillatory Compaction of Hot-Mix Asphalt</title>
      <link>https://trid.trb.org/View/790379</link>
      <description><![CDATA[Historically, compaction of hot-mix asphalt (HMA) pavements was done with steel wheel static rollers until vibratory rollers, introduced in the late 1950s, became the dominant compaction equipment.  As difficulties in compacting Superpave mixes were encountered during the 1980s and 1990s, equipment manufacturers made their vibratory rollers bigger, heavier, and with higher vibration frequencies.  In some cases, these rollers were so powerful that, during compaction, mix aggregates were fractured, the asphalt mat cracked, and damage to nearby buildings and underground utilities occurred.  This latter problem had been evident earlier in European countries due to their narrower city streets and the proximity of many old, historic buildings.  Thus oscillation technology was developed in Germany in 1983 and after years of testing and usage in Europe, the oscillatory asphalt roller was introduced in the United States in early 2003.  The oscillatory system uses dual, opposed, eccentric weights rotating in the same direction around the roller drum axis to produce a rocking motion.  This rocking motion produces horizontal and downward shear forces that achieve greater compaction by "massaging" the HMA--even at lower mix temperatures.  Since the drum does not leave the pavement surface or bounce like a conventional vibratory roller drum, the compacted mat surface is smooth and flat and there is no damage to utilities, buildings, or bridges.  Numerous tests have shown that oscillatory compaction can achieve higher densities with fewer passes when compared to a vibratory roller.  Plus compaction is possible at lower temperatures (down to 150 deg F).]]></description>
      <pubDate>Fri, 29 Sep 2006 15:04:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/790379</guid>
    </item>
    <item>
      <title>Characteristics of PMHS Lumbar Motion Segments in Lateral Shear</title>
      <link>https://trid.trb.org/View/786760</link>
      <description><![CDATA[The characteristics of 18 lumbar spine motion segments subjected to lateral shear forces under quasi-static (0.5 mm/s) and dynamic (500 mm/s) test conditions were determined.  The quasi-static test was also performed on the lumbar spine of a side impact anthropomorphic test device, the EuroSID-2 (ES-2).  In the quasi-static tests, the maximum force before disc-endplate separation in the Post Mortem Human Subjects (PMHS) lumbar motion segments was 1850 +/- 612 N, while the average linear stiffness of PMHS lumbar motion segments was 323 +/- 126 N/mm.  There was a statistically significant difference between the quasi-static (1850 +/- 612 N) and dynamic (2616 +/- 1151 N) maximum shear forces.  The ES-2 lumbar spine (149 N/mm) was more compliant than the PMHS lumbar segments under the quasi-static test condition.]]></description>
      <pubDate>Wed, 02 Aug 2006 13:40:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/786760</guid>
    </item>
    <item>
      <title>Data Reduction of Horizontal Load Full-Scale Tests on Bored Concrete Piles and Pile Groups</title>
      <link>https://trid.trb.org/View/783054</link>
      <description><![CDATA[This paper proposes a new approach for data reduction of horizontal load full-scale tests on piles and pile groups. This approach has been developed on results from tests run on bored concrete piles embedded in homogeneous and nonhomogeneous ground. Due to nonlinear response of pile material and also to nonhomogeneous embedding ground, the problem of fitting reliable curves for representing strains along shafts is increased. It is suggested that B-splines fixed by a weighted least-squares algorithm should be used to overcome that problem. Taking advantage of the mathematical properties of B-splines, an algorithm for computing the internal force distribution amongst pile heads direct from test results is also proposed for pile groups. It is shown that the integration of the curvatures to compute pile movements should be done using natural boundary conditions instead of pile head measurements whenever possible. Despite the concrete crack, the distribution of bending moments can be computed from curvatures provided a reliable reinforced concrete model is used. Finally, it is proposed to compute the soil reactions by the integration of bending moments, solving an integral equation by again using B-spline functions.]]></description>
      <pubDate>Mon, 03 Jul 2006 08:11:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/783054</guid>
    </item>
    <item>
      <title>Single-Lane Live Load Distribution Factor for Decked Precast, Prestressed Concrete Girder Bridges</title>
      <link>https://trid.trb.org/View/778446</link>
      <description><![CDATA[The live load distribution factor equations provided by AASHTO load and resistance factor design specifications for the decked precast, prestressed concrete (DPPC) girder bridge system do not differentiate between a single-lane or a multilane loaded condition. This practice results in a single-lane load rating penalty for DPPC girder bridges. This paper determines distribution factor equations that accurately predict the distribution factor of the DPPC girder bridge system when it is subjected only to single-lane loading. Eight DPPC girder bridges were instrumented. Each bridge was loaded with a single load vehicle to simulate the single-lane loaded condition. The experimental data were used to calibrate grillage models of the DPPC girder bridge system. The calibrated grillage models were used to conduct a parametric study of the DPPC girder bridge system subjected to a single-lane loaded condition. Four new equations that describe the single-lane loaded distribution factor for both shear and moment forces of these bridges are developed in this paper.]]></description>
      <pubDate>Thu, 16 Mar 2006 22:20:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/778446</guid>
    </item>
    <item>
      <title>Thermally Induced Superstructure Stresses in Prestressed Girder Integral Abutment Bridges</title>
      <link>https://trid.trb.org/View/758399</link>
      <description><![CDATA[Forces and stresses that develop in the superstructure of prestressed concrete integral abutment bridges as a result of thermal load are investigated.  Applied loading consists of uniform temperature changes in the superstructure.  The influence of bridge length, number of spans, abutment height, and pile orientation on thermally induced superstructure forces is investigated.  The largest thermally induced superstructure forces and stresses occurred near the abutment.  It was determined that bridge length and abutment height most strongly influence thermally induced superstructure forces.  The number of spans has the greatest influence on thermally induced superstructure stresses.  Pile orientation influences thermally induced superstructure forces and stresses to a smaller degree.  Results also indicate that thermally induced superstructure stresses and shear forces are comparable in magnitude to those caused by live load.]]></description>
      <pubDate>Thu, 28 Jul 2005 17:30:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/758399</guid>
    </item>
    <item>
      <title>THE BEHAVIOR OF REINFORCED CONCRETE BOX CULVERTS UNDER SYMMETRICAL AND UNSYMMETRICAL LIVE LOADS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/268364</link>
      <description><![CDATA[The purpose of the study presented herein is to perform prediction analyses of the behavior of a 8' x 8' box culvert under traffic loads using a finite element method computer program.  In this study, soil properties determined from laboratory tests of soil samples taken at the site were used to determine the stress-strain parameters for use in the computer analyses.  The culvert was represented in the analyses by a series of beam elements connected at common nodes.  An incremental analysis was used to represent placement of backfill materials.  Predicted earth pressures, stresses and strains at the instrument locations on the test culvert are presented for symmetrical and unsymmetrical live loading conditions at various backfill cover heights.  A no-sip soil-culvert interface condition is used throughout the analyses, due to the fact that this more closely represented actual field conditions.  Furthermore, predicted bending moment distributions around the culvert are presented for various loading conditions.  In addition, the shear force distributions around the culvert are presented in this report.  Also, predicted crown deflections are presented for the various loading conditions.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:38:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/268364</guid>
    </item>
    <item>
      <title>SETTLEMENTS UNDER FOUNDATIONS: CALCULATIUONS USING THE TRIAXIAL APPARATUS</title>
      <link>https://trid.trb.org/View/118470</link>
      <description><![CDATA[A NEW METHOD IS PROPOSED FOR THE CALCULATION OF THE SETTLEMENT RESULTING FROM A FOUNDATION. IT CONSISTS OF A TRIAXIAL RECONSOLIDATION OF THE REPRESENTATIVE SAMPLES TAKEN FROM EACH LAYER, THEN SUMBITTING THEM IN THE SAME APPARATUS TO THE INCREMENTS OF ADDITIONAL SHEAR FORCES THAT WOULD BE CAUSED BY THE FOUNDATIONS. THIS PROCESS IS THOUGHT TO BE MORE CONVENIENT THAN THE OEDOMETRICAL METHOD IN WHICH, WITHOUT ANY RECONSOLIDATION, THE SAMPLE IS SUBJECTED TO AN INCORRECT CONFINING PROCESS. THE CASES OF FLEXIBLE FOUNDATIONS (UNIFORM DISTRIBUTION OF VERTICAL STRESSES) AND OF RIGID FOUNDATIONS (PARABOLIC DISTRIBUTION) ARE CONSIDERED. THE AUTHORS INSIST THAT ONE CANNOT AVOID DETERMINING POISSON'S RATIO. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 01:56:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/118470</guid>
    </item>
    <item>
      <title>SMALL FEMALE AND LARGE MALE RESPONSES IN REAR IMPACT</title>
      <link>https://trid.trb.org/View/729758</link>
      <description><![CDATA[The objective of this study was to conduct rear impact sled tests using 5th, 50th, and 95th percentile Hybrid III dummies and evaluate proposed injury criteria.  Head restraint positions of differing height (750, 800 mm) and backset (0, 50, 100 mm) were used to determine axial and shear forces, bending moments, and injury criteria (NIC, Nij, and Nkm).  The time sequence to attain each parameter was also determined.  Three events were identified in the dummy rear impact response.  Event I was coincident with the torso bottoming out the seat cushion, Event II occurred at the time of the peak neck flexion moment, and Event III occurred at the time of maximum head to head restraint involvement. Parameters such as backset, head restraint height, seat-head restraint interaction, and anthropometry affected impact responses.  Head rotations increased with increasing backset and increasing head restraint height.  However, the Nij and Nkm did not exhibit such clear trends.  The 50th percentile dummy responded with consistent injury criteria values, e.g., the magnitude of the injury criteria increased with backset increase or head restraint height decrease.  However, the 5th and 95th percentile dummies did not demonstrate such trends. These findings underscore the need to include subject anthropometry in addition to seat and head restraint characteristics for better assessment of rear impact responses.]]></description>
      <pubDate>Wed, 10 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/729758</guid>
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