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    <title>Transport Research International Documentation (TRID)</title>
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Older pedestrians hit by vehicles in the Australian Capital Territory</title>
      <link>https://trid.trb.org/View/2431531</link>
      <description><![CDATA[This study examined the number of older pedestrians (65 years and older) hit by motor vehicles in the Australian Capital Territory (ACT). Collision characteristics, location information, and pedestrian injury outcomes were also examined to understand the crashes, in the context of the ACT and its infrastructure. Police-reported crash data (2011-2020) were analysed. Fewer older pedestrians were hit by vehicles between 2011 and 2020 than younger adult pedestrians (18-64 years). However, they had similar rates of being hit per 10,000 population and older pedestrians had a higher overall rate of serious and fatal injury. Half (50%) of the seriously or fatally injured older pedestrians were hit while crossing busy roads with no protected crossings available. Such protection (with speed management and vehicle design improvements) is vital for the future design of metropolitan and suburban spaces and to achieve a safe ACT road system for pedestrians.]]></description>
      <pubDate>Tue, 17 Sep 2024 14:49:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2431531</guid>
    </item>
    <item>
      <title>Ultraviolet Aging Mechanism of Asphalt Binder</title>
      <link>https://trid.trb.org/View/1085960</link>
      <description><![CDATA[In order to solve the problem that the present evaluation system gives no consideration on accelerating aging effect of ultraviolet radiation for asphalt binder,authors compared the ultraviolet aging with thermal aging for five kinds of asphalts by comparison tests,dynamic shear rheometer(DSR) test,bending beam rheometer(BBR)test and infrared adsorption spectrum analysis.Results show that asphalt has different sensitivities between thermal aging and ultraviolet aging condition.The ultraviolet aged asphalts' compositiors on penetration,softening point and ductility tests don't accord with thermal aged asphalts'.Utraviolet aging and thermal aging give asphalt different influences,theological property changes greatly after ultraviolet aging.Inner reason of anti-ultraviolet aging ability of different kinds of asphalts is determined by aging reaction degree.Aromatic  blend and resin are two main influence factors of asphalt anti-ultraviolet aging ability.Therefore,evaluation result based on thermal aged asphalt may not reflect asphalt anti-ultraviolet ability exactly,and ultraviolet aging research is necessary in the intensive ultraviolet radiation region.]]></description>
      <pubDate>Tue, 04 Jan 2011 09:46:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1085960</guid>
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    <item>
      <title>DIFFERENTIATED CHEMICAL EVOLUTIONS OF PHASES IN POLYMER MODIFIED BITUMEN DURING THEIR AGEING: AND INFRARED MICROSPECTROMETRIC STUDY</title>
      <link>https://trid.trb.org/View/743916</link>
      <description><![CDATA[The infrared microscopy allows to characterize separately different phases in an heterogeneous product. In this study we address the case of BmP which usually are biphasic; they are studied in their original state and after conventional tests claimed to simulate the ageing during the mixing process and several years of road service (RTFOT+PAV). The studied BmP were elaborated from two base bitumen by adding different polymers (elastomers and plastomers) at 3 and 6% rate, some of them were in situ cross linked. The infrared microscopy was used to determine for each phase the polymer rate and functional indices characterizing the bitumen such as aromaticity, aliphaticity and condensation, and also to map the polymer distribution in the BmP. The characterization of BmP in their original state points out which species of the bitumen are involved in the polymer swelling, depending on the base bitumen and on the character of the polymer. The characterization of the same BmP after the RTFOT+PAV ageing points out how the bitumen species responsible for the swelling evolve during the ageing and to draw comparisons of their evolution with the evolution of the bitumen and with the evolution of the non swelling part of the bitumen, depending on the base bitumen and on the character of the polymer. These studies come to the conclusion of an obvious interdependence of the ageing of the different constitutive phases in a BmP and of chemical exchanges between them. They make clear the micromorphological modification induced by ageing in a BmP. Examples are given of such studies on BmP which were in situ cross linked; despite of their better homogeneity in the original state, evolutions occurring during the ageing are shown, depending as in the other cases on the compositional parameters.  For the covering abstract see ITRD E121480.]]></description>
      <pubDate>Wed, 03 Nov 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/743916</guid>
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    <item>
      <title>LIGHTWEIGHT CONCRETE USING POLYMER-FILLED AGGREGATE FOR OCEAN APPLICATIONS - AN EXPLORATORY INVESTIGATION</title>
      <link>https://trid.trb.org/View/155605</link>
      <description><![CDATA[A lightweight concrete specially suited for deep ocean applications was tested for its strength properties and compared to similar regular lightweight concrete. The new concrete used lightweight aggregate particles (expanded shale) which were filled with a polymeric material. The polymer-filled aggregate (PFA) was conventionally mixed with portland cement and water to make the lightweight concrete. Four concrete mixes were tested. In general, the PFA concrete, compared to regular lightweight concrete, has an equal unit weight in a seawater saturated condition and exhibited increases in compressive strength of 26%, split tensile strength of 4%, elastic moduli of 4% and an equal Poisson's ratio. The strongest mix for PFA concrete had a compressive strength of 6,580 psi, compared to 5,200 psi for regular lightweight concrete, at an age of 28 days under continuous fog curing. Both mixes have a weight savings of 40%, compared to that of normal weight concrete in a submerged, saturated condition. A discussion of cost is presented and shows that the in-place structural cost of PFA concrete would be about 30% greater than normal concrete. (Author)]]></description>
      <pubDate>Mon, 16 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155605</guid>
    </item>
    <item>
      <title>APPLICATION OF HIGH PERFORMANCE CONCRETE IN TWO BRIDGES IN NEW HAMPSHIRE</title>
      <link>https://trid.trb.org/View/636070</link>
      <description><![CDATA[High performance concrete, with its enhanced durability and strength characteristics, may be one means to provide economical bridges with longer life expectancies.  Two such bridges are scheduled for construction in New Hampshire.  Research being conducted on the high quality mix includes the development of the mix design and study of procedures for placement and curing. In-situ performance evaluations of the structural members will offer a comparison between measured and theoretical values of durability and strength.]]></description>
      <pubDate>Mon, 03 Sep 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/636070</guid>
    </item>
    <item>
      <title>LONG-TERM AGEING - COMPARISON BETWEEN PAV AND RCAT AGEING TESTS</title>
      <link>https://trid.trb.org/View/673991</link>
      <description><![CDATA[The two simulation tests were tried with variable times of exposure on seven bituminous binders (two bitumens and five polymer-modified bitumens), after prior RTFOT ageing or not. A comparison of how the IR spectra, the technological characteristics and the rheological properties (DSR and BBR) develop with exposure time shows that the changes observed and the reaction mechanisms involved are quite similar for the two techniques, unlike the findings that are made at a higher temperature (163 degrees C in RTFOT). Looking at the aggregate set of characteristics investigated, it can be established that the equivalence between the two techniques is such that 20 h of PAV ageing approximately correspond to 178 all 20 h of RCAT ageing. Two polymer-modified bitumens stand out with an equivalence of 102 and 230 h, respectively. As a result, the RCAT simulation technique, which has the additional advantage of allowing a kinetic approach to the ageing process, appears to be a well-advised alternative to the PAV test at the European level.  For the covering abstract see ITRD E107185.]]></description>
      <pubDate>Fri, 05 Jan 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/673991</guid>
    </item>
    <item>
      <title>SEISMOLOGISTS DESTROY, REBUILD UTAH BRIDGE</title>
      <link>https://trid.trb.org/View/541201</link>
      <description><![CDATA[In June 1998, the University of Utah and Utah State University conducted lateral displacement tests on a 100 yd (91 m) long, 35-year-old concrete bridge near Salt Lake City--one of 30 bridges scheduled for demolition over the next 2 years to make way for new construction on Interstate 15.  For the three tests, the University of Utah constructed a hydraulic ram beside the bridge.  Using a loading plate and cables wrapped around the bridge deck, the ram pushed and pulled the bridge laterally, simulating the displacement of a magnitude 7.0 earthquake.  The ram first tested the strength and ductility of the bridge to the yield point.  The research team then wrapped the bridge columns and deck supports in carbon fiber reinforcement before shaking the bridge to the yield point again.  The carbon fiber restored the damaged bridge to nearly its original strength and ductility and actually increased its load-carrying capacity by 25%.  Before the last test, crews hydroblasted the bridge to remove spalled concrete.  They then used shotcrete and epoxy to repair the damaged concrete columns, which were wrapped with a new layer of carbon fiber reinforcement.  The repaired and reinforced bridge demonstrated a greater capacity and ductility than the original structure.]]></description>
      <pubDate>Sun, 15 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541201</guid>
    </item>
    <item>
      <title>ANALYTIC SOLUTIONS FOR DIAMETRAL POINT LOAD STRENGTH TESTS</title>
      <link>https://trid.trb.org/View/635898</link>
      <description><![CDATA[This paper investigates the tensile stress distribution within a solid circular cylinder of diameter D and length 2L subjected to double diametral indentors or diametral point load strength test (PLST).  The contact problem between the indentors and the cylinder is solved analytically, and exact solution for stress distribution is obtained through the use of displacement functions and double Fourier expansion in theta- and z-coordinates.  Numerical results show that the tensile stress at the center of the cylinders, in general, decreases with Poisson's ratio v and increases with 2L/D for 2L/D less than 1, but remains roughly constant for 2L/D greater than 1.  This prediction agrees exactly with the shape effect observed experimentally for the PLST for marbles, granite, and tuff found in Hong Kong and with previous published results for other rocks. The magnitude of tensile stress at the center is approximately three times the prediction obtained by using Wijk's formula, but seems more comparable with experimental results.  The size effect of the point load strength index observed experimentally is also predicted by the theory.]]></description>
      <pubDate>Sat, 26 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635898</guid>
    </item>
    <item>
      <title>THE USE OF WASTE AGGREGATES FOR PAVEMENTS</title>
      <link>https://trid.trb.org/View/485301</link>
      <description><![CDATA[This paper reports on research recently conducted to investigate the possibility of mixing a scalping with steel furnace slag (SFS), blast furnace slag (BFS), and fly ash for use as a base course material within a flexible pavement system.  The experimental work focused on the mix design to satisfy the grading, durability and strength requirements.  The aggregate durability was measured in terms of the dry and wet crushing strengths and the wet/dry strength variation, while the strength of the mix was measured by the CBR and the Texas triaxial testing.  In terms of durability, it was found that blending the SFS with the scalping could not produce satisfactory wet/dry strength variation.  On the other hand, when BFS was blended with the raw material, the dry and wet strength of the blend remained low.  The results of the investigation demonstrated that both SFS and BFS must be used in the blend to achieve an optimum performance.]]></description>
      <pubDate>Mon, 03 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485301</guid>
    </item>
    <item>
      <title>DETERIORATION MODELS FOR IN-SERVICE FLEXIBLE PAVEMENTS IN INDIA</title>
      <link>https://trid.trb.org/View/485036</link>
      <description><![CDATA[This paper describes the development of deterioration models for the prediction of the deflection growth, rut depth progression, crack area progression, unevenness growth and the variation in riding comfort with increase in unevenness of the pavement surface.  The deflection histories of overlaid flexible pavements have been analyzed to find the appropriate stabilized deflection value which has been presented as a strength parameter in the deterioration modeling.  The present investigation has been presented in a few key elements, i.e., need for flexible pavement deterioration models, performance studies on flexible pavements, strength  parameters for overlaid flexible pavements, structural condition deterioration models and functional condition deterioration models.]]></description>
      <pubDate>Tue, 23 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485036</guid>
    </item>
    <item>
      <title>ULTIMATE STRENGTH ANALYSIS OF ISLAND TANK BARGES</title>
      <link>https://trid.trb.org/View/483877</link>
      <description><![CDATA[In an effort to understand the cause of recent catastrophic failures of inland tank barges and resulting major oil spills, and to reduce the possibility of future casualties the Coast Guard Marine Safety Center studied the 'buckling' phenomenon.  A method for predicting the compressive strength of a longitudinally stiffened panel was applied to 23 existing inland tank barges randomly selected to represent the fleet.]]></description>
      <pubDate>Wed, 06 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/483877</guid>
    </item>
    <item>
      <title>BEHAVIOR AND STRENGTH OF BRIDGES WITH FULL-SPAN PRESTRESSED CONCRETE FORM PANELS</title>
      <link>https://trid.trb.org/View/477372</link>
      <description><![CDATA[An experimental investigation was conducted to evaluate the behavior and strength of bridges constructed with full-span prestressed concrete form panels.  This paper addresses the behavior under repeated service loadings and ultimate strength of this type of bridge. Two full-scale specimens were fabricated and subjected to 5 million cycles of service loading before being loaded to failure.  It was concluded that these composite bridges will perform adequately under repeated service loadings when composite action between the precast panels and a cast-in-place topping is achieved by applying a raked finish to the precast panels.  The full design moment capacities were developed in each specimen after the 5 million cycles of service load had been applied.  These ultimate capacities were found to be independent of the moments induced by the restraint of time-dependent deformations.]]></description>
      <pubDate>Wed, 22 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477372</guid>
    </item>
    <item>
      <title>STEEL-CONCRETE COMPOSITE COLUMNS</title>
      <link>https://trid.trb.org/View/474439</link>
      <description><![CDATA[Structural steel shapes and tubes can be used with concrete to produce structural components.  The performance of such composite systems is better than the sum of responses of the parts taken separately.  In a concrete-filled steel tube caisson, for example, the steel casing resists flexural tension efficiently while confining the concrete core as the core resists axial compression, whereas it also stabilizes the steel casing.  Concrete encasement of structural steel shapes can provide lateral stability to the steel shape, restraining local buckling as well as reducing the slenderness ratio below that of the steel shape alone.  Concrete encasement serves as insulation for fire and shock loading.  Characteristics of the structural behavior of composite columns are described as the basis for design recommendations.  Strength design principles from Load and Resistance Factor Design of the American Institute of Steel and Construction and the American Concrete Institute are used in design.  Shear transfer for the effective interaction of concrete and steel is considered, and requirements for transverse bar reinforcement of shear mechanisms are discussed. Design examples of strength estimates for two types of composite columns are included.]]></description>
      <pubDate>Thu, 04 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474439</guid>
    </item>
    <item>
      <title>SRW CONNECTION STRENGTH: HOW MUCH IS ENOUGH?</title>
      <link>https://trid.trb.org/View/577647</link>
      <description><![CDATA[In North America, the use of segmental retaining walls (SRWs) has gained wide acceptance as an economical alternative to both conventional cast-in-place concrete retaining walls and mechanically stabilized earth walls using metallic reinforcements.  Procedures for determining the internal and external stability of SRWs, and for determining the long-term allowable strengths of the reinforcement, have become well-established state-of-the-practice procedures.  However, there still exists some controversy with respect to the design of the connection between the SRW units and the geosynthetic reinforcement.  The interaction between the geosynthetic reinforcement and the SRW unit at each reinforcement-placement elevation must have sufficient connection strength to preclude rupture or slippage of the reinforcement due to the applied tensile load at the face of the wall.  Connection strength is an important consideration when designing an SRW, and if ignored, may lead to unacceptable wall performance.  It is concluded that engineers designing SRWs with the National Concrete Masonry Association (NCMA) connection strength methodology will have designs that are safe and much more economical than the same structure designed using the American Association of State Highway Transportation Officials (AASHTO) connection strength criteria.]]></description>
      <pubDate>Tue, 18 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577647</guid>
    </item>
    <item>
      <title>DIRECT ASSESSMENT OF SAFE STRENGTHS OF RC SLABS UNDER MEMBRANE ACTION</title>
      <link>https://trid.trb.org/View/577542</link>
      <description><![CDATA[The determination of the strength of reinforced concrete slabs with proper consideration of the benefits of compressive membrane action is too complex for regular use by the practicing engineer. Following previous work on plastic flow rules and the relationships between rigid-plastic and elastic-plastic idealizations of laterally restrained one-way spanning slab strips, it is shown that the load at the maximum membrane force is expressed in a very convenient form for use in design.  The formulation is given for strips and square isotropic slabs and is shown to provide a useful approximation of the theoretical full load capacity underestimating it by a margin that is larger when the sensitivity to in-plane stiffness is greater.  A comparison is made with laboratory tests, and a worked example shows how the parameters are employed.]]></description>
      <pubDate>Mon, 03 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577542</guid>
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