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    <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" />
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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>Effects of wave directionality on extreme response for a long end-anchored floating bridge</title>
      <link>https://trid.trb.org/View/1630583</link>
      <description><![CDATA[Reliable design codes are of great importance when constructing new civil engineering concepts such as floating bridges. Previously only a scarce number of floating bridges have been built in rough wave conditions and only limited knowledge of the extreme environmental conditions and the associated extreme response exists. To form a better design basis an increased understanding of the sensitivity in the structural response towards changes in short-crested sea parameters is needed. Furthermore, acquiring the necessary accuracy in simulated extreme response is often a computationally expensive endeavour and the number of simulations needed is often based on experience. The present study investigates the wave-induced short-term extreme response of a simplified end-anchored floating bridge concept for several wave environments with a return period of 100 years. The study includes convergence of the coefficient of variation for the extreme response for different realization lengths as well as number of realizations. The sensitivity in the structural response towards different main wave directions and spreading exponents is investigated and includes both transverse and vertical displacement response spectra and extreme Von Mises stress in the bridge girder cross-section. The extreme response is based on an accuracy of 2% in the coefficient of variation equivalent to 40 3-h realizations and a low sensitivity in the response is found for natural occurring spreading exponents and for main wave directions within 15° from beam sea.]]></description>
      <pubDate>Tue, 27 Aug 2019 09:21:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1630583</guid>
    </item>
    <item>
      <title>A Novel Method for Determining the Spatial Responses of a Cable-Stayed Bridge with Four Cable-Planes</title>
      <link>https://trid.trb.org/View/1568803</link>
      <description><![CDATA[In this paper, a novel method for determining the spatial responses of a cable-stayed bridge with four cable-planes at the design and construction stages is proposed. Herein, the entire construction stage includes many intermediate steps and one completion step. In this method, the spatial responses of the bridge at the design stage (SRBDS) are firstly determined by minimizing the bending and torsion strain energy of the cable-stayed bridge. Simultaneously, the optimal cable forces and the ratios of the inside to outside plane cables are also determined at this stage. Note that the SRBDS are considered as the target responses of the construction stage at the completion step. Then, the Forward process method is used to calculate the spatial responses of the bridge at the construction stage (SRBCS). The least square method is employed to minimize the difference values of the selected control parameters, e.g., cable forces and displacement, between the completion step at the construction stage and the design stage. Finally, the revised results, which satisfy the designated error requirements, are preserved as the SRBCS. To verify the proposed method, an example cable-stayed bridge with four cable-planes and double-girders, the Jiashao bridge, is analyzed. The structural responses, e.g., the stress and displacement of the girder and tower, of the bridge at the design and construction stages are analyzed and compared to demonstrate the superiority of the proposed method and investigate the spatial responses, e.g., the torsion in the main girder, of this cable-stayed bridge with four cable-planes.]]></description>
      <pubDate>Fri, 28 Dec 2018 14:03:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1568803</guid>
    </item>
    <item>
      <title>Observed Alongwind Vibration of a Suspension Bridge Tower and Girder</title>
      <link>https://trid.trb.org/View/1554092</link>
      <description><![CDATA[Wind-induced vibrations of an instrumented suspension bridge recorded during six events are presented in this paper. The bridge has the total length of 1380 m consisting of 720 m center span and two symmetric side spans of 330 m each. Bridge instrumentation consists of 27 channels of vibration sensor placed on fourteen locations and two anemometers deployed on the bridge girder and tower. During six measurement events, wide range of wind velocity with the highest wind velocity reached up to 30 m/s was recorded. The study focuses on the wind-induced responses of the bridge tower and girder, particularly the relationship between vibration amplitude and wind velocity. It was observed that while the girder vertical and tower out-of-plane (crosswind) vibrations increase proportionally with respect to wind velocity following a buffeting trend, the tower in-plane (alongwind) vibration under moderate wind velocity from 14 to 24 m/s is significantly higher than the buffeting trend. In this wind velocity region, the 131 m tower vibrates in its strong axis direction and this alongwind motion is characterized by the single-frequency harmonic-like response with self-limited and relatively constant amplitude that resembles the in-line vortex shedding response. The phenomenon occurs on the downstream tower leg when subjected to wind with certain inclination angles and low turbulence intensity. While the tower single-frequency harmonic-like response associated with vortex-induced vibration is not uncommon during a free-standing construction stage, its occurrence on a completed suspension bridge tower especially on its strong axis is very rare. Observation also shows that the tower in-plane alongwind vibration energy is transferred onto girder lateral motion causing an increase in the girder amplitude vibration within a moderate wind velocity range.]]></description>
      <pubDate>Thu, 25 Oct 2018 16:42:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1554092</guid>
    </item>
    <item>
      <title>Investigation of the Parameters of Hertz Impact Model for the Pounding Analysis of Highway Bridge</title>
      <link>https://trid.trb.org/View/1553645</link>
      <description><![CDATA[Under the strong earthquake ground motions, the adjacent buildings with small distance and the highway bridges with expansion joints are sensitive to the pounding damage. Contact element approach was usually used to analyze the structure responses with pounding effect. The impact stiffness is the key parameter of the several existing contact models, such as the linear viscoelastic impact model and the nonlinear viscoelastic impact model. However, the linear spring model cannot account for the energy loss during impact, and the Kelvin model is untenable as it results in tensile forces acting just before separation. Alternatively, a non-linear spring based on the Hertz contact law can be used to model impact, but the impact stiffness in Hertz impact model is not easy to determine, when the impact surfaces between two segments are plain. In this study, the model of the Hertz-damper impact model is investigated. Firstly, the stiffness of the impact model is analyzed considering the surface roughness based on Hertz theory. Then, the structural responses of a highway bridge with pounding are analyzed using the proposed method for the Hertz impact model to validate the accuracy of the theory. Finally, the effect of the various pounding models on the structural response of the colliding structures is compared.]]></description>
      <pubDate>Tue, 23 Oct 2018 18:14:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1553645</guid>
    </item>
    <item>
      <title>Comparison of response for three different composite pavement sections to environmental loads</title>
      <link>https://trid.trb.org/View/1540670</link>
      <description><![CDATA[Composite pavement structures are constructed mainly either as Portland cement concrete (PCC)-over-PCC or hot mix asphalt (HMA)-over-PCC. Several successful in-service projects have been reported in Europe. The design and construction of these sections in the United States, however, still require effort. The current study includes the analysis of the response of three different composite pavement sections to the environmental loads. These sections were constructed in May of 2010 at the Minnesota Road Research Facility. The sections are constructed in three individual cells, Cell 70, a HMA-over-PCC with recycled concrete aggregate (RCA), Cell 71, exposed aggregate concrete (EAC)-over-RCA and Cell 72, EAC-over-economical concrete. All cells were heavily instrumented with thermocouples, moisture sensors, and static and dynamic strain gauges. This study characterises the structural response of HMA-over-PCC pavements and also PCC-over-PCC to the environmental loads.]]></description>
      <pubDate>Mon, 01 Oct 2018 14:39:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1540670</guid>
    </item>
    <item>
      <title>Efficient derivation of extreme offshore structural response exposed to random wave loads</title>
      <link>https://trid.trb.org/View/1523193</link>
      <description><![CDATA[The reliability of offshore structure is dominantly affected by the wind-generated random waves load. Hence, an appropriate technique is required in predicting the extreme response due to the dominant load. Monte Carlo (MC) time simulation is said to be the most accurate technique. However, such analysis leads to a large number of response records which is computationally demanding. Current finding shows that a modified finite-memory nonlinear system offered more efficient technique. Still, the accuracy is getting severe once negative current is considered. Hence, improved version of MFMNS technique is required by modelling the residue between the extreme values from MC and the approximate MFMNS techniques; known as the eMFMNS technique. In advanced, a comprehensive study on eMFMNS technique will be carried out involving a wide range of environmental conditions. From the investigation, it is proven that eMFMNS technique improved the accuracy in predicting extreme values compare to MFMNS technique.]]></description>
      <pubDate>Tue, 28 Aug 2018 17:18:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1523193</guid>
    </item>
    <item>
      <title>Long-term offshore Bohai bay Jacket strength assessment based on satellite wave data</title>
      <link>https://trid.trb.org/View/1516363</link>
      <description><![CDATA[This paper presents generic Monte Carlo-based approach, based on satellite wave data, for extreme response prediction of offshore structures, particularly Jacket type. An operating Jacket in Bohai bay was taken as an example to demonstrate proposed methodology. Satellite-based global wave statistics was used to obtain wave scatter diagram in the area of interest. Effects of second-order waves and sea current were taken into account. The detailed finite element Analysis System (ANSYS) model was employed to study non-linear Jacket dynamics, subject to hydrodynamic wave loads. Stresses in the most critical structural members were extracted and extreme value study was carried out. Proper extrapolation technique was applied to predict stresses with 10–50 year return periods, which is of practical interest for the design and operation of offshore structures.]]></description>
      <pubDate>Thu, 26 Jul 2018 17:08:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516363</guid>
    </item>
    <item>
      <title>The Application of Semi-Analytical Finite Element Method to Analyze Asphalt Pavement Response Under Heavy Traffic Loads</title>
      <link>https://trid.trb.org/View/1521629</link>
      <description><![CDATA[Accurate assessment of the impact of heavy traffic loads on asphalt pavements requires a computational model which is able to calculate the response of the pavement fast and precisely. A specific computational program SAFEM was developed based on a semi-analytical finite element method for this objective. It is a three-dimensional FE program that requires only a two-dimensional mesh by incorporating the semi-analytical method using Fourier series in the third dimension. The computational accuracy and efficiency of the program was verified by comparing its results with those obtained from the general commercial finite element program ABAQUS and the data derived from field measurements. Using the verified program SAFEM, the impact of heavy traffic loads was analysed in terms of stress distribution, surface deflection and fatigue life. The results indicate that the SAFEM-program is an efficient and fast tool that is capable of accurately predicting the structural response of pavements to traffic loads.]]></description>
      <pubDate>Thu, 26 Jul 2018 14:42:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1521629</guid>
    </item>
    <item>
      <title>Performance evaluation of rubberised asphalt mixes containing WMA additives</title>
      <link>https://trid.trb.org/View/1512936</link>
      <description><![CDATA[The aim of this research is to investigate moisture susceptibility, rutting resistance and structural response of rubberised asphalt mixtures containing Warm Mix Asphalt (WMA) additives using Tensile Strength Ratio, dynamic creep test, wheel tracking and indirect resilient modulus. Furthermore, impact of WMA additives on compaction was evaluated by air void content of Marshall specimens. Two types of waxes, namely Sasobit and Rheofalt, and an anti-stripping additive, namely Zycotherm, were used to reduce mixing temperature of rubberised mixtures at concentrations of 0, 5, 10 and 15%. It was proved that not only does small amount of the anti-stripper (0.1%) decrease the production temperature effectively, but it also results in the most moisture damage resistance improvement compared to the waxes. Rheofalt, on the other hand, has the most effectiveness in improvement of rutting resistance and resilient modulus. Finally, Sasobit was found the most effective WMA additive regarding compaction effort efficiency.]]></description>
      <pubDate>Mon, 21 May 2018 11:38:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1512936</guid>
    </item>
    <item>
      <title>Investigation of load transfer efficiency in jointed plain concrete pavements (JPCP) using FEM</title>
      <link>https://trid.trb.org/View/1507943</link>
      <description><![CDATA[Owing to heavy traffic loads, rigid pavements encounter various types of failures at transverse joints during their lifetime. Three-dimensional finite-element method (3D FEM) was used to assess the structural response of jointed concrete pavement under moving tandem axle loads. In this study, 3D FEM was verified using an existing numerical model and field measurement of the concrete slab traversed by a moving truck. This paper also investigated the effects of multiple parameters: material properties, slab geometry, load magnitude and frictional status of the slab and base layer on load transfer efficiency (LTE) of the transverse joints. Further study has been done to investigate the slab performance without the dowel bars which occurs when parts of the pavement need to be repaired using precast slabs. The aggregate interlock between the new slab and the existing slab is simulated by frictional interface. In 3D FEM model, the LTE has been improved by increasing the elasticity modulus of the concrete slab and the base layer or increasing the slab thickness. This can decrease the joints' deflections, reducing the damages on pavement joints. Removing dowel bars adversely affected the load transfer.]]></description>
      <pubDate>Wed, 09 May 2018 09:45:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1507943</guid>
    </item>
    <item>
      <title>Improved Backcalculation Procedure for Continuously Reinforced Concrete Pavement</title>
      <link>https://trid.trb.org/View/1493083</link>
      <description><![CDATA[Falling weight deflectometer (FWD) testing is effective in evaluating the structural response of in-situ concrete pavements through the backcalculated pavement layer parameters. Specifically, the FWD data can be used to backcalculate the foundation layer and concrete stiffness or the soil layer stiffness, effective slab thickness, and slab–base interface condition. Since continuously reinforced concrete pavement (CRCP) has closely spaced transverse cracks, the traditional backcalculation assumption of an infinite slab can lead to significant errors in the backcalculated results. In this paper, solutions for backcalculated modulus of subgrade reaction (k-value), elastic modulus of concrete (E), and effective thickness (heff) for different crack spacing have been derived from 2-D finite element analysis. AASHTO sensor configuration (0, 12, 24, 36 in.) was recommended for CRCP with crack spacing =6 ft, and an alternative solution for crack spacing of 4 and 5 ft was proposed with AREA24. Crack load transfer efficiency (LTE) across transverse cracks had limited impact on backcalculated results if the LTE was >80%. As expected, the backcalulation values were sensitive to the load plate’s longitudinal position relative to the transverse crack especially for crack spacings smaller than 8 ft. The proposed backcalculation method was applied to a field CRCP test section with different crack spacing, reinforcement ratio, and base types.]]></description>
      <pubDate>Tue, 10 Apr 2018 16:46:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1493083</guid>
    </item>
    <item>
      <title>A Coupled Analysis of Motion and Structural Responses for an Offshore Spar Platform in Irregular Waves</title>
      <link>https://trid.trb.org/View/1499032</link>
      <description><![CDATA[A coupled numerical analysis has been carried out for the structural responses and motion behaviour of a classical spar structure subjected to irregular waves represented by JONSWAP (Joint North Sea Wave Project) spectrum. The motion of the floating body is restrained by the four catenary mooring lines with the generation of tension due to change in their nonlinear profile. The surface of the spar is represented by hydrodynamic pressure panels while cables are discretised using a series of Morison elements. A comprehensive sensitivity analysis under two sea depths is carried out by changing (1) the length of mooring lines, (2) the vertical position of fairlead point, (3) incident angle of long crested unidirectional single spectrum, and (4) the number of short crested sub segmented spreading spectra. The effect of second-order hydrodynamic loading on the structure is also taken into account in the analysis procedure by using quadratic transfer function.]]></description>
      <pubDate>Thu, 22 Mar 2018 12:00:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1499032</guid>
    </item>
    <item>
      <title>Energy Dissipation in Concrete Pavements Under Moving Loads Due to Structural Damping</title>
      <link>https://trid.trb.org/View/1496754</link>
      <description><![CDATA[This paper presents the results of an investigation of energy dissipation induced by structural response of concrete pavement structures. Dynamic finite element models were developed to examine the response of concrete pavements and energy consumption due to subgrade damping for typical field sections in California. Viscous subgrade and concrete properties were characterized by in-situ falling weight deflectometer (FWD) testing and back-calculation. The impact of various factors (load, speed, temperature) were investigated from two different perspectives: deflection and fuel consumption. In order to achieve a more realistic response, truck tire tread patterns were implemented in the moving load models using inked tire footprint sketches. The contribution of joints to the excess fuel consumption was determined. The impact of load, speed and temperature on predicted excess fuel consumption, estimated from energy dissipation in the pavement, was determined to be higher than the impact on displacement response. The effect of load was determined to be the highest. It was also concluded that models with square tire footprint geometry underestimate the pavement response compared to the realistic tire footprint models leading to significant errors in predicted excess fuel consumption of vehicles.]]></description>
      <pubDate>Tue, 06 Mar 2018 16:22:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496754</guid>
    </item>
    <item>
      <title>Establishing the Interlayer Structural Response for Unbonded Concrete Overlays of Existing Concrete Pavements</title>
      <link>https://trid.trb.org/View/1496101</link>
      <description><![CDATA[An improved mechanistic empirical design procedure for unbonded concrete overlays of existing concrete pavements (UBOLs) should account for the effect of the interlayer on the structural response of the pavement. One approach is to use the Totsky model to characterize the interlayer. The Totsky model treats the interlayer as a bed of springs between two plates and is currently incorporated into the rigid pavement finite element software ISLAB. A difficulty encountered in implementing this model is that there are currently no guidelines as to what the interlayer k-value should be for different types of interlayers. The interlayer can be constructed of new or aged asphalt (open or dense graded) or a nonwoven geotextile fabric. To establish the k-values that accurately characterize each of these materials, an ISLAB model of a laboratory test was created so the k-values could be established by matching the measured and calculated difference between the deflections in the overlay and existing pavement. To supplement the use of the laboratory data in establishing the Totsky interlayer k-value, an analysis was carried out using falling weight deflectometer (FWD) data from UBOLs at the Minnesota Road Research Facility (MnROAD). Analyses were then performed to determine if the difference between k-values for different interlayer materials are statistically significant, and if the results from the laboratory analysis match those obtained from the MnROAD field data. The Totsky k-value recommended for use when modeling the response of an UBOL with an asphalt interlayer is 3500?psi/in and 425?psi/in for a fabric interlayer.]]></description>
      <pubDate>Mon, 19 Feb 2018 12:01:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496101</guid>
    </item>
    <item>
      <title>Impact of Pavement Layer Properties on the Structural Performance of Inundated Flexible Pavements</title>
      <link>https://trid.trb.org/View/1494770</link>
      <description><![CDATA[The assessment of the structural performance of flooded pavements remains complicated due to the lack of structural data in the aftermath of flooding and the fact that information about the pavement structure and materials is not always readily available. The objective of this study is to acquire a better understanding of the structural response of pavements that have been inundated and the foreseen changes in capacity using two approaches: a mechanistic approach using layer elastic analysis and the AASHTO empirical approach to determine the structural number. The relative impact of parameters such as unbound material type, layer thickness, traffic loads, and interlayer bond conditions on the reduction in expected strain values at critical locations was evaluated. The results show increases of 15 to 80% in vertical strains at the top of subgrade layer for low volume and interstate sections and 6 to 15% increase in horizontal strain at the bottom of asphalt layer for low volume sections and 3 to 8% for interstate sections. Accurate information on the layer thicknesses, traffic type, and interlayer bond condition was found to be most important for the evaluation of the change in expected horizontal strain. The type of base and subgrade materials are the most important factors for evaluating the change in expected vertical strain. The results of this study provide guidance on the type of information that is most important to collect for the assessment of the structural capacity of a pavement following inundation.]]></description>
      <pubDate>Mon, 29 Jan 2018 17:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1494770</guid>
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