<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>Design of Continuously Reinforced Concrete Pavements Using Glass Fiber Reinforced Polymer Rebars</title>
      <link>https://trid.trb.org/View/767687</link>
      <description><![CDATA[This is Task 3: Continuously Reinforced Concrete Pavement.  The corrosion resistance characteristics of glass fiber reinforced polymer (GFRP) rebars make them a promising substitute for conventional steel reinforcing rebars in continuously reinforced concrete pavements (CRCPs).  Studies are conducted on the effect of using GFRP rebars as reinforcement in CRCP on concrete stress development, which is directly related to the concrete crack formation that is inevitable in CRCP.  Under restrained conditions, concrete volume change because of shrinkage and temperature variations is known to cause early-age cracks in CRCP.  In this study, an analytical model has been developed to simulate the shrinkage and thermal stress distributions in concrete due to the restraint provided by GFRP rebars in comparison with the stresses induced by steel rebars.  The results show that the stress level in concrete is reduced with GFRP rebars because of a low Young's modulus of GFRP.  In addition, the analytical model has been used to estimate concrete strain variation in reinforced concrete slabs because of changes in concrete volume, and the results were compared with the experimental observation.  Finite element (FE) methods are also developed to predict the stress distribution and crack width in the GFRP-reinforced CRCP section that is subjected to the concrete volume changes under various CRCP design considerations, such as the coefficient of thermal expansion (CTE) of concrete, the friction from the pavement's subbase, and the bond-slip between concrete and reinforcement.  Based on the results from the FE simulation along with the mechanistic analysis, a series of feasible designs of the GFRP-reinforced CRCP is proposed.  The stress levels in the GFRP reinforcement, the crack widths, and the crack spacings of the proposed pavements are shown to be within the allowable design requirements.]]></description>
      <pubDate>Thu, 22 Dec 2005 09:25:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/767687</guid>
    </item>
    <item>
      <title>A 440 STEEL JOINTS CONNECTED BY A490 BOLTS</title>
      <link>https://trid.trb.org/View/107983</link>
      <description><![CDATA[THIS REPORT PRESENTS DATA FROM EIGHT STATIC TENSION TESTS OF FULL-SIZED BOLTED BUTT JOINTS FABRICATED FROM 1-IN. PLIES OF A440 STEEL PLATE AND CONNECTED BY 7/8-IN. ASTM A490 HIGH- STRENGTH BOLTS. IN ADDITION, THIS REPORT INCLUDES THE RESULTS OF A THEORETICAL ANALYSIS OF A440 STEEL JOINTS FASTENED WITH EITHER A490 BOLTS OR A502-GRADE 2 HIGH- STRENGTH RIVETS. BOTH THE THEORETICAL AND EXPERIMENTAL STUDIES WERE DESIGNED TO SHOW THE EFFECTS OF SPECIFIC VARIABLES ON THE ULTIMATE JOINT STRENGTH, INCLUDING VARIATIONS IN PITCH, JOINT LENGTH, AND CHANGES IN THE RATIO OF NET PLATE AREA A/N/ TO THE TOTAL FASTENER SHEAR AREA A/S/ THE THEORETICAL STUDIES SHOW THAT THE AVERAGE SHEAR STRENGTH DECREASES WITH INCREASING JOINT LENGTH. FASTENER PITCH HAD A MINOR EFFECT ON THE SHEAR STRENGTH. TOTAL JOINT LENGTH HAD THE MOST IMPORTANT EFFECT ON THE AVERAGE SHEAR STRENGTH AT ULTIMATE JOINT LOAD FOR A GIVEN A/N'A/S/ RATIO. VARIATIONS IN THE A/N/'A/S/ RATIO PRODUCED MAJOR CHANGES IN AVERAGE SHEAR STRENGTH. THE MAXIMUM DEVIATION BETWEEN THE THEORETICAL SOLUTION AND TEST RESULTS WAS 7%. EXPERIMENTAL DATA SHOW THAT THE PRESENT SLIP COEFFICIENT OF 0.35 USED IN THE RCRBSJ SPECIFICATION IS REASONABLE. /AUTHOR/]]></description>
      <pubDate>Thu, 01 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107983</guid>
    </item>
    <item>
      <title>ADHESION CHARACTERISTICS OF WHEEL/RAIL SYSTEM AND ITS CONTROL AT HIGH SPEEDS</title>
      <link>https://trid.trb.org/View/366309</link>
      <description><![CDATA[In Japan it has been supposed for a long time since the inauguration of Shinkansen that the speed limit of conventional wheel/rail system might be around 350 km/h. However, recent research and development is pushing up the supposed limit to a higher range.  It comes from the fact that the occurrence rate of flats on wheel treads has been drastically reduced recently on Shinkansen.  This paper presents fundamental studies on the adhesion phenomena at high speeds taken as a tribology system and discusses the means for improving adhesion force and the concept for controlling slip, after showing the really measured adhesion coefficients with Shinkansen vehicles as well as the occurrence tendency of flats after opening of Shinkansen service.]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366309</guid>
    </item>
    <item>
      <title>RELIABILITY OF LOCKED-WHEEL SKID RESISTANCE TESTER CONFIRMED</title>
      <link>https://trid.trb.org/View/196122</link>
      <description><![CDATA[Highways play a major role in the economy of industrialized nations by facilitating high speed transportation of passengers and goods.  To safeguard the initial investment, it is essential to provide for continuing and periodic upgrading.  Periodic evaluation of pavement skid resistance is one of the requirements of pavement management.  This article examines the problems in pavement friction measurement and the results of a Federal Highway Administration staff study on the reliability of the locked-wheel skid resistance tester.  The objective of the staff study was to determine if different test modes rank pavements similarly, and if pavement friction measurements in any one test mode are valid for all the different vehicle maneuvers.  To answer these questions, a few different test modes were considered to be necessary.  In addition to the standard locked wheel tests, these included testing at longitudinal slip values that give the peak friction force and testing with a yawed wheel to determine maximum side friction force.  Similar tests would also have to be made under transient conditions, which resemble driving conditions better than steady state testing does.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196122</guid>
    </item>
    <item>
      <title>EFFECT OF RATE OF CHANGE OF SLIP ON THE PEAK BRAKING COEFFICIENT OF PASSENGER CAR TIRES</title>
      <link>https://trid.trb.org/View/56661</link>
      <description><![CDATA[The peak braking coefficient was measured for five tires at six rates of change of slip on three wet surfaces, and a slick tire was tested on dry asphalt. The difference in braking coefficient for a tire-pavement combination over the range of rates of change of slip varied from 3.6 to 33.6 percent. In general, the effect of rate of change of slip was more pronounced with slick tires and low coefficient surfaces. In cases where statistically significant differences existed on wet surfaces, the highest coefficients occurred most often at intermediate rates of change of slip (between 36%/sec and 100%/sec), and the lower coefficients were usually measured at both very fast and very slow rates of change of slip. It is hypothesized that a reduction in the rate of change of slip causes an increase in the peak braking coefficient on a dry surface but increases the probability of partial hydroplaning on a wet surface. The balance between these two conflicting effects causes the peak braking coefficient to be maximum at intermediate rates of change of slip on many wet surfaces.]]></description>
      <pubDate>Sun, 29 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56661</guid>
    </item>
    <item>
      <title>EARTHQUAKE ENGINEERING DESIGN OF EARTH FILLS</title>
      <link>https://trid.trb.org/View/35740</link>
      <description><![CDATA[This report describes earthquake engineering designs presently used for earth fills, and discusses the concepts and problems concerned with such designs along with the results of failure tests on earth fills carried out by use of a large vibrating table as they relate to slip calculations. The types of earth fills covered include the fill dam, the levee, a railroad embankment, a road embankment, and an artificial island for a transverse road across Tokyo Bay. It was found that a reduced modified seismic coefficient rather than the estimated maximum seismic coefficient may be used in the calculation for stability analysis, and that if the dynamic excessive pore pressure produced in the soil is introduced in the calculation of slip, the phenomenon of failure can be explained with good results. In conclustion, it was noted that more data are needed from comparative experiments of the effect of earthquake proof measures for earth fills.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35740</guid>
    </item>
    <item>
      <title>EFFECT OF SURFACE COATINGS AND EXPOSURE ON SLIP</title>
      <link>https://trid.trb.org/View/105595</link>
      <description><![CDATA[EIGHTEEN JOINTS OF A36 STEEL WERE TESTED TO INVESTIGATE THE EFFECTS OF SURFACE COATINGS ON SLIP BEHAVIOR. ALL SPECIMENS WERE DOUBLE LAP BUTT SPLICES WITH A325 HIGH-STRENGTH BOLTS AND WERE INITIALLY BLAST CLEANED. THREE JOINTS HAD SLOTTED HOLES. THREE WERE EXPOSED 2, 6, AND 12 MONTHS WITHOUT PROTECTIVE COATINGS. NINE WERE TREATED WITH VINYL WASH AND LINSEED OIL AND EXPOSED TO AN INDIVIDUAL ENVIRONMENT FOR TWO MONTHS BEFORE TESTING. THREE WERE TREATED WITH VINYL WASH COATING WITHOUT EXPOSURE. THE SLOTTED HOLES AND THE EXPOSURE WITHOUT PROTECTION REDUCED THE SLIP COEFFICIENT. THERE WAS NO SIGNIFICANT EFFECT IN THE SLIP RESISTANCE WITH OR WITHOUT TWO MONTHS EXPOSURE TO INDUSTRIAL ENVIRONMENT. /ASCE/]]></description>
      <pubDate>Mon, 09 Feb 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105595</guid>
    </item>
  </channel>
</rss>