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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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>CONTRIBUTION A L'ETUDE DES CHOCS - MESURE D'UN COEFFICIENT DE RESTITUTION ENERGETIQUE</title>
      <link>https://trid.trb.org/View/1041048</link>
      <description><![CDATA[THESE PRESENTEE DANS LA SPECIALITE : ENERGETIQUE, MENTION : MACHINES THERMIQUES.  ON RAPPELLE D'ABORD LES DONNEES CONCERNANT LA PERFORATION ET LA PERCUSSION DES ROCHES (FRAGILITE, DURETE) AINSI QUE LES MATERIELS UTILISES POUR LA PERFORATION ET L'OPTIMISATION EXPERIMENTALE D'UN MARTEAU PERFORATEUR.  APRES UN EXPOSE DES THEORIES SUR LES CHOCS ELASTIQUES, ON DEVELOPPE ET VERIFIE LA THEORIE DE SEARS PAR MONTAGE EXPERIMENTAL ET MESURES.  ON TRAITE ENSUITE DANS LE DETAIL DU RENDEMENT ENERGETIQUE DES CHOCS.  (INV.16548  - GEO.PME.N - M.SANEJOUAND).]]></description>
      <pubDate>Sat, 20 Nov 2010 20:07:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1041048</guid>
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    <item>
      <title>UN NOUVEAU SYSTEME D'AIDE A LA GESTION ROUTIERE : LE DECRIROUTE</title>
      <link>https://trid.trb.org/View/1027175</link>
      <description><![CDATA[DECRIROUTE EST UN SYSTEME AUTONOME D'AIDE A LA GESTION ROUTIERE QUI COMPREND UN ENSEMBLE ORIGINAL DE SAISIE EMBARQUEE ET UNE BIBLIOTHEQUE DE LOGICIELS DE RESTITUTION.  LE SYSTEME DE SAISIE EST ORGANISE AUTOUR D'UNE CONSOLE PLACEE DANS LE VEHICULE D'INSPECTION ET SUR LAQUELLE L'OPERATEUR DISPOSE  DE HUIT CANAUX D'ENTREE PAR INTERRUPTEURS ET MANIPULATEURS DU TYPE "JOYSTICK".  CHAQUE CANAL EST AFFECTE PAR L'UTILISATEUR A L'INFORMATION QU'IL A  CHOISI D'ACQUERIR IN SITU.  IL EST POSSIBLE D'ASSOCIER A CHAQUE INFORMATION ELEMENTAIRE DES DONNEES ALPHANUMERIQUES COMPLEMENTAIRES.  LA MANIPULATION DES ENTREES S'ACCOMPAGNE AUTOMATIQUEMENT DE L'ENREGISTREMENT DE LA POSITION (ABCISSE CURVILIGNE) DU VEHICULE SUR L'ITINERAIRE OBSERVE.  LES DONNEES AINSI ACQUISES SONT ORGANISEES ET STRUCTUREES SOUS LA FORME DE FICHIERS NUMERIQUES SUR DISQUETTES MAGNETIQUES.  LES LOGICIELS DE RESTITUTION SONT CONCUS POUR PERMETTRE UN LARGE CHOIX D'OPTIONS : FORME, CONTENU, ECHELLE, GRAPHISME, ORDONNANCEMENT DU SCHEMA ITINERAIRE SONT CHOISIS PAR L'UTILISATEUR DANS UN CATALOGUE, OU DEFINIS PAR LUI-MEME.  LE DESSIN EST AUTOMATIQUE.  IL PEUT AVOIR LIEU SUR LE SITE MEME DE LA SAISIE.  DECRIROUTE PEUT ETRE UTILISE LORS D'ETUDES DE SIGNALISATION, D'EQUIPEMENT, DE SECURITE, D'ENTRETIEN AUSSI BIEN EN RASE CAMPAGNE QU'EN MILIEU URBAIN.  (A).]]></description>
      <pubDate>Sat, 20 Nov 2010 12:51:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1027175</guid>
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    <item>
      <title>VERIFICATION DE L'APTITUDE AU COLLAGE DES SURFACES EN BETON</title>
      <link>https://trid.trb.org/View/1018412</link>
      <description><![CDATA[Cet article decrit une nouvelle methode experimentale destinee a caracteriser les surfaces en beton qui devront supporter un collage.  Contrairement aux methodes couramment utilisees jusqu'a present, cette methode consiste a mesurer la susceptibilite des quelques premiers millimetres de beton situes immediatement sous la surface du collage a resister a la propagationde fissure.  L'experience consiste a coller une lame d'acier sur la surface a tester, en laissant libre l'une de ses extremites.  Un effort normal au plan du collage est applique a cette derniere afin de rompre le collagepar decollement.  Les experiences sont realisees a vitesse de deplacementimposee dans le but d'eviter une propagation incontrolee de la fissuration.    La mise au point du dispositif experimental a fait l'objet de la premiere phase d'essais decrite dans cet article.  La mesure de la longueur de la fissure, point essentiel du calcul du taux de restitution de l'energie,a  retenu tout particulierement l'attention.  L'analyse des premiers resultats montre que les valeurs mesurees de l'energie liberee lors de la propagation sont independantes de certains parametres experimentaux (epaisseur de la tole en particulier), mais dependent etroitement de la vitesse de propagation de la fissure de decollement.  (A).  (Titres en anglais et en allemand : Verification of the bonding capability of concrete surfaces; Nachweis der Klebeignung von Betonoberflaechen).]]></description>
      <pubDate>Sat, 20 Nov 2010 08:32:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1018412</guid>
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    <item>
      <title>FISSURATION DES MILIEUX POREUX SATURES</title>
      <link>https://trid.trb.org/View/1007518</link>
      <description><![CDATA[Des experiences de fissuration sur des materiaux poreux satures ont montre l'influence significative de la nature diffusive de ces materiaux sur leur processus de fissuration.  Afin de modeliser ce phenomene, l'auteur generalise les concepts de la mecanique de la rupture au milieu poreux sature.  Il commence par une description cinematique et thermodynamique de ce milieu.  Ensuite, il effectue une etude energetique d'une fissure mobile dans un milieu poreux sature.  Il aboutit a une generalisation du taux de restitution d'energie.  L'analyse asymptotique des equations de la poroelasticite isotrope en pointe de fissure mobile nous permet de distinguer une zone drainee et une zone non drainee.  Les champs dans ces deux zones sont caracterises respectivement par un facteur d'intensite de contrainte draine  et un autre non draine. L'auteur fait un raccordement de ces champs moyennant une solution analytique.  Pour calculer ces facteurs il a construit une integrale invariante generalisant celle de Rice au milieu poreux sature.  Pour formuler des criteres de rupture il postule l'existence d'une tenacite intrinseque pour le milieu poreux sature.  Il traduit ensuite ce critere en terme de chargement moyennant un concept de tenacite apparente.  Il constate l'evolution de cette tenacite apparente en fonction de la vitesse de propagation de la fissure.  (A).]]></description>
      <pubDate>Sat, 20 Nov 2010 03:34:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1007518</guid>
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    <item>
      <title>Determination and Mechanisms of Motor Vehicle Structural Restitution for Crash Test Data</title>
      <link>https://trid.trb.org/View/871151</link>
      <description><![CDATA[Using crash test data from the National Highway Traffic Safety Administration (NHTSA), this study investigates the expected magnitude of the coefficient of restitution and mechanisms influencing restitution in automobile collisions. Both vehicle-to-barrier and vehicle-to vehicle tests are considered for all types of collisions. The influence of a variety of collision and vehicle parameters on restitution is also explored. Results show that impact velocity, through its relationship with vehicle crush, is highly influential in determining the magnitude of restitution. Restitution generally decreases as impact velocity increases. In full-frontal barrier collisions involving vehicles with certain engine configuration, however, a contradiction of the trend occurs as the coefficients value shifts upward before continuing to decrease with increasing velocity. Study of other parameters and collision types further clarifies restitution behavior.]]></description>
      <pubDate>Tue, 30 Sep 2008 08:34:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/871151</guid>
    </item>
    <item>
      <title>Crush and Conservation of Energy Analysis: Toward a Consistent Methodology</title>
      <link>https://trid.trb.org/View/760935</link>
      <description><![CDATA[Accident reconstruction literature is inconsistent regarding when crush analysis and conservation of energy analysis should use the absorbed crush energy, and when it should use the dissipated crush energy. This paper attempts to clarify the relationship between the absorbed crush energy and the dissipated crush energy and explores the use of each in crush and conservation of energy analysis.  Determining whether accident reconstruction analysis should use the absorbed or the dissipated crush energy depends on understanding the assumptions invoked for common crush analysis and conservation of energy analysis equations.  It is demonstrated that crush analysis calls for the absorbed energy, while conservation of energy analysis calls for the dissipated energy.  However, the equations of crush analysis and conservation of energy analysis can be written in terms of either the absorbed or the dissipated crush energies, since the absorbed and dissipated energy are related through the coefficient of restitution (when friction-type energy losses are assumed negligible).]]></description>
      <pubDate>Fri, 21 Oct 2005 07:57:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/760935</guid>
    </item>
    <item>
      <title>IMPACT TESTS OF CONSTRAINED SAND SPECIMENS</title>
      <link>https://trid.trb.org/View/120987</link>
      <description><![CDATA[A DYNAMIC TRIAXIAL TEST INVOLVING A PENDULUM IMPACT APPARATUS IS DESCRIBED. IT PERMITS DIRECT AND ACCURATE MEASUREMENT OF STRESS AT BOTH ENDS OF THE SPECIMEN, OVERALL STRAIN, COEFFICIENT OF RESTITUTION AND ENERGY LOSS DURING IMPACT. DRY OTTAWA SAND WAS USED. A CYLINDRICAL SAMPLE, ENCLOSED IN A RUBBER MEMBRANE AND EVACUATED, WAS MOUNTED HORIZONTALLY ON ONE PENDULUM AND HIT BY A SECOND PENDULUM. THE METHOD HAS THE DISADVANTAGE THAT STRESS OR STRAIN HISTORY CANNOT BE CONTROLLED INDEPENDENTLY OF SPECIMEN RESPONSE. /RRL/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:37:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/120987</guid>
    </item>
    <item>
      <title>DYNAMICS OF SEISMIC POUNDING AT EXPANSION JOINTS OF CONCRETE BRIDGES</title>
      <link>https://trid.trb.org/View/487646</link>
      <description><![CDATA[Motivated by a need to understand the effects of earthquake-induced pounding at thermal expansion joints of concrete bridges, the first part of this paper deals with collinear impact between concrete rods of the same cross section but different lengths.  It is shown that the coefficient of restitution between rods depends only on the length ratio and the damping ratio of the rod material and that the duration of impact is equal to the fundamental period of axial vibration of the shorter rod.  These results are then used in the second part of this paper to formulate a realistic yet simple analysis of seismic pounding in concrete bridges.  In determining a suitable value of the coefficient of restitution, use is made of the strong-motion data recorded on a concrete bridge that experienced significant pounding during recent California earthquakes.  It is shown that seismic pounding generally reduces the column forces, that large impact forces generated in the superstructure are not transmitted to the bridge columns and foundations, and that pounding does not increase the longitudinal separation at the hinges.]]></description>
      <pubDate>Sat, 01 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487646</guid>
    </item>
    <item>
      <title>SETTLING CLAIMS USING "REAL LIFE" NUMBERS</title>
      <link>https://trid.trb.org/View/300222</link>
      <description><![CDATA[Quantum meruit means "as much as he deserves."  In construction claims cases, quantum meruit establishes the amount of damages where recovery under the terms of the contract would be unreasonable or nonexistent.  Claims may be divided into two components--entitlement (is the claimant entitled to recover cost?) and quantum (if the claimant is entitled, how much compensation is due?).  Quantum meruit is applicable where work is performed under a contract that is later found defective, unenforceable, or invalid.  It also applies if the owner demanded additional work that breached the contract.  This article discusses the two approaches from which quantum meruit can be applied, unjust enrichment and restitution.  Quantum meruit doesn't apply if an "express" contract exists, with two exceptions, partial completion and extra work, both of which are discussed in this article.]]></description>
      <pubDate>Mon, 31 Jul 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300222</guid>
    </item>
    <item>
      <title>CRASH REVISITED: ADDITIONS TO ITS CLARITY, GENERALITY, AND UTILITY</title>
      <link>https://trid.trb.org/View/277882</link>
      <description><![CDATA[A complete rederivation of the computer program CRASH is presented, with confirmation of its theoretical basis, elimination of many of its actual or supposed restrictions, and additions to its useful outputs.  The physics and algebra, although clarified, are for the most part unchanged.  However, in the trajectory solution, a closed-loop iteration replaces a best-fit form of solution. In the impulse solution, the physical basis of the common velocity check is clarified, the check is revised so that more cases can be treated, and the coefficient of restitution is found.  In the damage solution, delta-V accuracy is improved by better fits to crash test data, corrected treatment of oblique impact, and inclusion of the energies of restitution and inter-vehicular sliding.  Yaw rates and impact forces are found from the impulse solution and again from the damage solution; these and other paired output comparisons indicate the quality of the reconstruction and facilitate its refinement.]]></description>
      <pubDate>Thu, 31 Dec 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/277882</guid>
    </item>
    <item>
      <title>IDENTIFICATION OF VEHICLE AND COLLISION IMPACT PARAMETERS FROM CRASH TESTS</title>
      <link>https://trid.trb.org/View/270671</link>
      <description><![CDATA[In the mid 1970s a group of 12 staged and instrumented automobile collisions was conducted for the National Highway Traffic Safety Administration.  These were two-vehicle collisions with a variety of initial speeds, vehicle orientations, and vehicle size mixes.  Initial speeds were controlled and velocity components including angular velocities at separation were measured.  At about the same time, development of the classic theory of impact of rigid bodies to planar vehicle collisions was taking place.  Users of classic theory heretofore had neglected the existence of a moment between impacting bodies.  Inclusion of a moment and introduction of a moment coefficient of restitution allows the formulation of a planar collision model consisting of six algebraic equations relating the six initial velocity components of the two vehicles to their six final velocity components.  The model contains collision geometry, vehicle geometry, vehicle inertial properties, and three coefficients.  These coefficients are the classic coefficient of restitution, a friction coefficient, and the newly defined moment coefficient.  This paper discusses the application of the theory of least squares to fit the experimentally determined velocity components to the six equations of the vehicle collision model. The usual approach using the theory of least squares is to set to zero the partial derivatives of the sum of squares taken with respect to the unknowns.  The original model equations can be added as constraints through the use of Lagrange multipliers.  A set of 15 nonlinear algebraic equations results.  This approach was tried unsuccessfully.  Direct numerical minimization of the sum of squares using gradient projection techniques proved to be far superior.  Solutions are obtained for the staged collisions.  Results provide insight into velocity changes and their relationships to energy dissipation, the coefficients of restitution and friction and other collision parameters.  The capability of calculating velocity changes of colliding vehicles should prove complementary to detailed finite element studies of vehicle crush properties.]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270671</guid>
    </item>
    <item>
      <title>CRIMINAL LAW--POWER OF COURT TO IMPOSE PARTICULAR KINDS OF PUNISHMENT--TRIAL COURT HAD POWER TO ORDER DEFENDANT TO MAKE RESTITUTION TO SURVIVORS OF AUTO ACCIDENT TO COMPENSATE THEM FOR THEIR INJURIES</title>
      <link>https://trid.trb.org/View/210482</link>
      <description><![CDATA[This case comment reviews legal decisions related to the power of the trial court to impose particular kinds of punishment and to order the defendant to make restitution to the survivors of an auto accident to compensate them for their injuries.  The primary focus is State versus Morgan, Montana 646.]]></description>
      <pubDate>Sun, 30 Dec 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210482</guid>
    </item>
    <item>
      <title>HUMAN FACTORS DESIGN OF DYNAMIC VISUAL AND AUDITORY DISPLAYS FOR METROPOLITAN TRAFFIC MANAGEMENT. VOL. 1--SUMMARY REPORT</title>
      <link>https://trid.trb.org/View/190928</link>
      <description><![CDATA[This report summarizes the findings and design implications of a series of research studies with respect to parameters of dynamic visual displays (Changeable Message Signs) and auditory displays (Highway Advisory Radio).  Laboratory, proving ground and field studies were conducted.  Dynamic visual display factors investigated have been classified into five areas: 1) message factors, 2) character factors, 3) accentuation factors, 4) dynamic factors, and 5) visibility factors.  In-situ controlled field studies were conducted to validate findings from previous HAR laboratory studies.  Specific areas investigated were: 1) language style, 2) information load, 3) redundancy, 4) description of alternate routes, and 5) advance road sign for radio tuning.  This volume is the first in a series.  The others in the series are: Volume 2-FHWA/RD-81/040 Dynamic Visual Displays; and Volume 3-FHWA/RD-81-041 Highway Advisory Radio.  (FHWA)]]></description>
      <pubDate>Tue, 30 Aug 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/190928</guid>
    </item>
    <item>
      <title>LABORATORY APPROACH TO AUTOMOBILE CRASH EXPERIMENTS</title>
      <link>https://trid.trb.org/View/51156</link>
      <description><![CDATA[An investigation is made into the crash phase of automobile intersection collisions.  Analytical as well as experimental methods were used to show that the automobile crash phenomena may be explained macroscopically by rigid body impact theory.  Analysis of experimental results indicated the numerical range of the coefficient of friction between the colliding vehicles and the coefficient of restitution necessary to explain the crushing characteristics of the automobile structures and the final velocities at the end of the crash phase for different modes of intersection collisions.]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51156</guid>
    </item>
    <item>
      <title>ACCURACY OF CLOSE-RANGE ANALYTICAL RESTITUTIONS: PRACTICAL EXPERIMENTS AND PREDICTIONS</title>
      <link>https://trid.trb.org/View/45749</link>
      <description><![CDATA[Some essential points relating to precision and accuracy (distinction between precision and accuracy, correct evaluation of accuracy) are reviewed; then, based on experimental results from several sources, a quantitative study of the accuracy of analytical restitutions in the case of the photo-pair is presented. The principal themes are the following: The effect of measurement redundance upon the accuracy (repetition of the settings, use of several neighboring targets to define an object point, and use of several frames at each station can on an average increase the accuracy by 50 per cent, whatever be the base-to-mean-object-distance ratio, the maximal accuracy for a certain kind of photogrammetric system has been found to correspond to a measurement equivalent normal law with a 1.2 micrometers standard deviation (which is the RMS bias of the measurements) and the minimum accuracy to a normal law with a 2.5 micrometers standard deviation); The effect of the geometrical characteristics of the system (base-to-object-distance ratio, camera asis convergence, and number and disposition of the control points); Accuracy prediction (two predictors are presented; the Karara/Abdel Aziz predictor, which reduces the problem to the central point of the object volume, and a predictor obtained from simulation. These predictors are correct on the condition that a good estimation of the standard deviation of the equivalent normal law of the comparator observation of the system (camera plus comparator) is employed; and Non-metric camera accuracy (for the best of them, it seems to be the same as for metric cameras).]]></description>
      <pubDate>Wed, 11 Aug 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45749</guid>
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