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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>REVERSED CURVATURE OF TENDONS IN PRESTRESSED CONTINUOUS MEMBERS</title>
      <link>https://trid.trb.org/View/105493</link>
      <description><![CDATA[FOR ANY LOADING, IT IS POSSIBLE IN CONTINUOUS PRESTRESSED CONCRETE MEMBERS TO AVOID SECONDARY BENDING MOMENTS DUE TO REVERSED CURVATURE OF TENDON, IF THE TENDON IS PLACED TO PROPER PROFILE AND CONSIDERATION IS GIVEN TO THE TOTAL EFFECT OF THE FORCES OF TENDON ON THE CONCRETE MEMBER. EXAMPLES OF UNIFORM LOADING, MID-POINT LOADING, AND THIRD- POINT LOADING ARE GIVEN. /AUTHOR/]]></description>
      <pubDate>Mon, 31 Jan 1994 00:00:00 GMT</pubDate>
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      <title>PREDICTION OF HEAD-ON ACCIDENT SITES</title>
      <link>https://trid.trb.org/View/282365</link>
      <description><![CDATA[The roadway features of head-on sites versus control sites were compared vis-a-vis differences in head-on accident experience.  The study used the discriminant analysis technique.  The following features were found to be significant predictors of the head-on accident proneness of a 1-mi section:  (a) the proportion of the section with pavement width of less than 24 ft, (b) the weighted pavement width, (c) the proportion of the section with shoulder width of less than 6 ft, (d) the proportion of the section with vertical alignment, (e) the average highway speed limit, (f) the number of major access points on both sides, and (g) the number of reverse curves with zero tangents.]]></description>
      <pubDate>Tue, 31 May 1988 00:00:00 GMT</pubDate>
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      <title>RESEARCH INTO LINE-LAYOUT OPTIMIZATION FROM THE POINT OF VIEW OF TURNING DYNAMICS</title>
      <link>https://trid.trb.org/View/201328</link>
      <description><![CDATA[Suburban railway line layouts are subject to a large number of constraints.  Curve radii often have to be small and curves and counter curves follow in quick succession. Vehicle dynamics are not taken into account for they are only calculated statically.  The simulation model given here can be used to calculate the dynamic movement triggered by the track layout and to reduce it by improving the latter.  Reduction in vehicule dynamics also help to prevent deterioration of the track bed and improve riding comfort.]]></description>
      <pubDate>Fri, 28 Sep 1984 00:00:00 GMT</pubDate>
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      <title>THOUGHTS ON HIGHWAY DESIGN RESEARCH AS RELATED TO SAFETY OF VEHICLE OPERATION</title>
      <link>https://trid.trb.org/View/103732</link>
      <description><![CDATA[POSSIBILITIES OF RESEARCH ARE OUTLINED TO ESTABLISH DEFINITELY THE BASIC CAUSES OF MOTOR ACCIDENTS AND THE RELATION OF HIGHWAY DESIGN TO ACCIDENTS. IF THOSE BASIC UNDERLYING CAUSES CAN BE KNOWN WHICH ORIGINATE IN SOME SUBTLE DEFECT IN HIGHWAY DESIGN AND THE PSYCHOLOGY OF THE DRIVER, ENGINEERS CAN SURELY DEVISE EFFECTIVE MEANS TO REDUCE SUCH ACCIDENTS AS ARE CHARGEABLE TO THE HIGHWAY ITSELF, AND AT THE SAME TIME CORRECT AND PREVENT MANY ERRORS OF THE MOTORIST. BEFORE HIGHWAY DESIGNERS CAN DESIGN FOR BASIC SAFETY, ENOUGH OF DRIVER PSYCHOLOGY MUST BECOME KNOWN TO ENABLE THE DESIGNER TO ARRANGE CONDITIONS IN SUCH A MANNER THAT THE DRIVER WILL INSTINCTIVELY CHOOSE THE SAFE ACT. THE STRIKING RESULTS OF RESEARCH, EDUCATION AND ENFORCEMENT IN THE REDUCTION OF INDUSTRIAL ACCIDENTS IS CITED AND THE ANALOGY EXISTING BETWEEN THAT EFFORT AND THE PRESENT MOTOR ACCIDENT SITUATION IS NOTED. IN THE FIELD OF TECHNICAL DESIGN OF THOSE HIGHWAY ELEMENTS EFFECTING SAFETY OF OPERATION, THE UNCERTAINTY OF DESIGN OF THOSE HIGHWAY ELEMENTS EFFECTING SAFETY OF OPERATION, THE UNCERTAINTY OF DESIGN FEATURES IS TREATED AND SUGGESTIONS MADE RELATIVE TO THE DESIRABILITY OF RESEARCH FOR DEFINITELY ESTABLISHING DESIGN PRACTICE. THE FEATURES MENTIONED INCLUDE THE WIDTH AND DETAILED TREATMENT OF THE CENTER SAFETY DIVIDING SPACE OF DUAL HIGHWAYS, THE LACK OF KNOWLEDGE ON PERMISSIBLE SAFE SPEEDS FOR PARTICULAR DESIGNS, LACK OF KNOWLEDGE WITH RESPECT TO SHOULDER WIDTHS, SPIRAL CURVES AND DISTANCE BETWEEN REVERSE CURVES, AND THE EFFECT OF VERTICAL CURVES ON HEADLAP VISIBILITY AND ENTRANCE AND EXIT FACILITIES. THE EFFECT OF THE TIME ELEMENT ON DESIGN OF MODERN HIGHWAYS BECAUSE OF THE ADVANCING SPEED OF MOTOR CARS IS OUTLINED, ELEMENTARY EXAMPLES ARE GIVEN ILLUSTRATING THAT DESIGN FEATURES SHOULD BE LOCATED AT DISTANCES FROM THE DRIVER EXPRESSED IN SECONDS OF TIME; AND NECESSARY RESEARCH IS SUGGESTED TO ESTABLISH THE DATA NEEDED FOR DESIGNING WITH CONFIDENCE. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 1971 00:00:00 GMT</pubDate>
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