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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>Transport Research International Documentation (TRID)</title>
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      <title>Perceived safety using multi-lane and canopied bicycles (velocars)</title>
      <link>https://trid.trb.org/View/2493072</link>
      <description><![CDATA[The feeling of safety is one of the most crucial elements of bicycle promotion. Newer bicycle designs with three or even four wheels have constructive possibilities to implement some safety features comparable to a car, e. g. brake lights, warning lights, and indicator lights, a seat belt or even a canopy to protect the driver from rain and headwinds. Positioning this kind of vehicle between micro car and bicycle, manufacturers try to address new user groups for which a bicycle has been no option nor a car. Further developments of recumbent bicycles, velomobiles and cargo bikes, the velocar from the 1930s is experiencing a renaissance. A new design language based on the car, a higher elevation of the head above street level and the addition of the electric motor mean that a completely new vehicle category may emerge that has the chance to develop from a niche into a mass product.Would new user groups be attracted by this kind of vehicle? This research investigates the perceived safety of 124 experienced cyclists riding on cycles like cargo bikes and velomobiles with a wide body of nearly one meter.]]></description>
      <pubDate>Fri, 21 Feb 2025 17:08:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2493072</guid>
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      <title>Weatherproofing Supply Chains: Enable Intelligent Preparedness with Data Analytics</title>
      <link>https://trid.trb.org/View/1404973</link>
      <description><![CDATA[Catastrophic events, occurrences of severe weather, and year-over-year changes in the weather pose various degrees of risks for companies and their supply chains. These risks range from severe, prolonged supply chain disruptions, to critical stockouts, and to escalating costs due to last-minute implementation of the emergency procedures. When these risks come to fruition, the financial impacts can easily reach millions of dollars or more. This study introduces a new concept of intelligent preparedness—preparedness based on the ability to sense, capture, and analyze weather data and turn it into actionable insights. The fundamental difference between conventional preparedness and intelligent preparedness lies in the way in which weather big data are leveraged (or lack thereof) in managing weather-related risks. A case example of an early implementer is presented to illustrate the important role that data analytics play in enabling managers to take advantage of the weather big data in effectuating intelligent preparedness.]]></description>
      <pubDate>Tue, 24 May 2016 17:11:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404973</guid>
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      <title>Bracing for Hard Times Ahead</title>
      <link>https://trid.trb.org/View/1334529</link>
      <description><![CDATA[Transportation officials are constantly developing strategies for adapting to weather-related natural hazards, which are exacerbated by climate change issues such as rising sea levels and air temperatures. The Federal Highway Administration (FHWA) has been studying the impacts of climate change on transportation for over a decade and is leading activities to help partners assess vulnerabilities and develop policies and strategies by building a more resilient transportation system. FHWA has completed studies and developed tools and frameworks to help transportation agencies plan for the future. There are ongoing activities to provide further information and guidance to counter risks.]]></description>
      <pubDate>Mon, 29 Dec 2014 11:10:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1334529</guid>
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      <title>Effect of Transverse Reinforcement on the Flexural Behavior of Continuous Concrete Beams Reinforced with FRP</title>
      <link>https://trid.trb.org/View/1121866</link>
      <description><![CDATA[Continuous concrete beams are structural elements commonly used in structures that might be exposed to extreme weather conditions and the application of deicing salts, such as bridge overpasses and parking garages. In such structures, reinforcing continuous concrete beams with the noncorrodible fiber-reinforced polymer (FRP) bars is beneficial to avoid steel corrosion. However, the linear-elastic behavior of FRP materials makes the ability of continuous beams to redistribute loads and moments questionable. A total of seven full-scale continuous concrete beams were tested to failure. Six beams were reinforced with glass fiber-reinforced polymer (GFRP) longitudinal bars, whereas one was reinforced with steel as control. The specimens have rectangular cross section of 200×300  mm and are continuous over two spans of 2,800 mm each. Both steel and GFRP stirrups were used as transverse reinforcement. The material, spacing, and amount of transverse reinforcement were the primary investigated parameters in this study. In addition, the experimental results were compared with the code equations to calculate the ultimate capacity. The experimental results showed that moment redistribution in FRP-reinforced continuous concrete beams is possible and is improved by increasing the amount of transverse reinforcement. Also, beams reinforced with GFRP stirrups illustrated similar performance compared with their steel-reinforced counterparts.]]></description>
      <pubDate>Tue, 29 Nov 2011 13:43:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1121866</guid>
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      <title>Eurostar Urged to Improve Following Christmas Failures</title>
      <link>https://trid.trb.org/View/920319</link>
      <description><![CDATA[This article reports on the aftermath of the problem experienced by Eurostar, when five trains failed inside the Channel Tunnel on the night of December 18, 2009.  The 89-page report investigating the episode stresses that Eurostar should improve its communications systems, winterization practices, and emergency evacuation procedures as soon as possible.  The report was created by an independent inquiry panel, convened by the British and French governments.  The author reviews the situation that occurred, including the extreme weather in France; the evacuation that was required and how it was handled; specific changes recommended in the areas of insulation, communications, and snow-removal; and the impact of the restructuring of Eurostar from four separate companies into a single entity.  Among the most pressing changes recommended is for Eurostar to immediately adopt a Global System for Mobile - Railway (GSM-R) communications system to provide constant communication between train managers and Eurostar control.  In addition, there must be better protection of electronic components, checking seals around the control cubicle door, and insulation of inductors with a redesign of the power car roof layout.  One sidebar summarizes the technical side of the causes that led to the electronic failures.]]></description>
      <pubDate>Tue, 29 Jun 2010 07:23:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/920319</guid>
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    <item>
      <title>Eurostar and Eurotunnel Face Heat Over Christmas Failures</title>
      <link>https://trid.trb.org/View/920328</link>
      <description><![CDATA[This article updates readers on the ongoing fallout from the problem experienced by Eurostar, when five trains failed inside the Channel Tunnel on the night of December 18, 2009.  Extreme weather conditions in France caused a very fine and dry snow to penetrate the power cars' door screens and seals before melting in the tunnel's warm environment and interfering with the trains' electrics.  The problem resulted in 1,364 passengers on two of the incapacitated trains needing to be evacuated through the service tunnel.  Thousands more passengers were left waiting at London, Brussels, and Paris as 146 Channel Tunnel train services, capable of carrying 700 passengers each, were suspended from December 19 through December 21st.  The author discusses the anticipated report on investigations of the incident, the early understanding of what happened and how it could be prevented in future, and problems with evacuating both people and their luggage.  The author reports that although Eurostar oversaw the handling of passengers during the incident, Eurotunnel, as the tunnel operator, was responsible for the technical aspects of the incident.  One sidebar briefly reviews the steps to power car winterization.]]></description>
      <pubDate>Tue, 29 Jun 2010 07:23:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/920328</guid>
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    <item>
      <title>Flush Fittings: NYSDOT Will Shortly Begin Testing Various Types of Pavement-Installed Weigh In Motion Sensors to Assess Their Suitability for Use in an Integrated Electronic Screening System</title>
      <link>https://trid.trb.org/View/863413</link>
      <description><![CDATA[This article describes testing on three types of pavement-installed weigh-in-motion (WIM) sensor devices currently being analyzed by the New York State Department of Transportation (NYSDOT). The sensor types are piezo-electric loops, Kistler quartz-based systems, and single load cell devices. The program is funded by the Federal Highway Administration (FHWA), the Federal Motor Carrier Safety Administration (FMCSA), and the I-95 Corridor Coalition. WIM sensors are a critical component of highway maintenance, the article explains, as overweight vehicles greatly damage the roadway and increase the frequency and depth of maintenance required. It is noted that NYSDOT is investigating which device is best for e-screening and pre-screening as opposed to strict accuracy detection. The project is ongoing, with no data yet available.]]></description>
      <pubDate>Thu, 31 Jul 2008 15:24:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/863413</guid>
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    <item>
      <title>Where the Sidewalk Ends: What to Consider When Installing Detectable Sidewalk Warning Surfaces</title>
      <link>https://trid.trb.org/View/864602</link>
      <description><![CDATA[In this article the author discusses considerations in the installation of detectable sidewalk warning surfaces. While sidewalk features such as depressed curbs and curb ramps have accommodated those with limited mobility, they have also posed a danger to the visually impaired, prompting ADA accessibility guidelines (ADAAG) to include the installation of detectable warning systems. The article addresses durability, water and sealing, contrast, and maintenance considerations. It cites a study suggesting that snowplows are the largest factor in determining sidewalk warning systems, noting several systems that are not compatible in these areas. The article continues with a discussion of problems tied to other systems, such as stamped concrete truncated domes, surface-applied mats, and cast-iron panels. The article concludes by suggesting several questions that must be addressed when choosing the right detectable warning system for a community.]]></description>
      <pubDate>Thu, 31 Jul 2008 15:24:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/864602</guid>
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    <item>
      <title>EFFECT OF FIELD VARIABLES AND TEST PROCEDURES ON SILANE WEATHERPROOFING PERFORMANCE. FINAL REPORT</title>
      <link>https://trid.trb.org/View/374829</link>
      <description><![CDATA[The performance of a generic silane penetrating water repellent material was evaluated using alternate test procedures.  Field variables introduced into the laboratory tests included:  1) concrete mix design, 2) concrete surface finish, and 3) curing and cleaning methods prior to the application of silane.  Two basic laboratory tests series were used:  1) Oklahoma Department of Transportation tests, and 2) a series based on NCHRP 244 Series II.  Silane performance was evaluated with respect to depth of penetration, absorption, water vapor permeability, and chloride ingress.  One mix type examined was similar to standard reference concrete often used in laboratory testing (w/c=0.49). The other two mixes represented structural deck concrete (w/c=0.44) and high density overlay (w/c=0.33).  Concrete surface finishes studied included smooth/broom and tine.  Curing methods examined included use of a linseed oil emulsion compound, use of a white pigmented membrane compound, and self-curing.  Methods used to clean the concrete surface prior to treatment were dry shot-blasting, high pressure water washing, and no cleaning.  Results indicated the need to represent field conditions (particularly mix design) to the extent possible in order to predict better field performance with laboratory tests.  Also, relative performance of some mixes was affected by the test procedure performed.]]></description>
      <pubDate>Tue, 27 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374829</guid>
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    <item>
      <title>INVESTIGATION ON THE APPLICATION OF NON-PAINTED WEATHERPROOF STEEL RAILWAY BRIDGES</title>
      <link>https://trid.trb.org/View/451571</link>
      <description><![CDATA[To cope with its unavoidable corrosion problem, the steel structure is usually painted or plate-processed.  The cost for the maintenance work of the existing structure such as repainting tends to increase more and more.  For the main purpose of reducing the maintenance cost, non-painted weatherproof steel material is now applied in railway bridges in Japan.  However, practices in the use of weatherproof steel bridges about 5-10 years old after construction were chosen mainly to investigate their rust stability.  The present "Guidance for Design and Construction of Non-Painted Steel Railway Bridges " was reviewed based on this investigation.  This paper gives an outline of the above field investigation and revised guidance.]]></description>
      <pubDate>Mon, 09 Oct 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/451571</guid>
    </item>
    <item>
      <title>TECHNOLOGICAL ECONOMIC ANALYSIS COMPARISON BETWEEN COMPOSITE OPTICAL CABLES AND INDEPENDENT CABLES FOR RAILWAY COMMUNICATIONS</title>
      <link>https://trid.trb.org/View/410053</link>
      <description><![CDATA[A technological economic analysis is presented for the following areas of railway communications: initial investment, mechanical operation, extreme weather testing, service life, and construction maintenance. Comparisons are made between composite optical cables and independent type cables used for railway communications.]]></description>
      <pubDate>Sat, 30 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/410053</guid>
    </item>
    <item>
      <title>BIO- AND FIRE-RETARDANT SHIPBUILDING LUMBER</title>
      <link>https://trid.trb.org/View/403576</link>
      <description><![CDATA[While there are various causes for fires aboard ships that are underway or at yards, investigation usually reveals that certain shipbuilding materials were inadequately fireproofed. This article describes a bio- and fire-retardant weatherproof lumber that has been developed. The new material has been approved by the USSR Register of Shipping for use in ship spaces and in scaffolding for ship construction and repair.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403576</guid>
    </item>
    <item>
      <title>MAINTENANCE AND REPAIR OF CONCRETE AND MASONRY STRUCTURES</title>
      <link>https://trid.trb.org/View/108537</link>
      <description><![CDATA[THIS STUDY WAS MADE FOR THE PURPOSE OF REVIEWING THE MATERIALS AND TECHNIQUES USED IN THE REPAIR AND PROTECTION OF CONCRETE AND/OR MASONRY STRUCTURES. THIS WAS ACCOMPLISHED BY REVIEWING LITERATURE AND BY THE STUDY OF DATA ACCUMULATED THROUGH A QUESTIONNAIRE WHICH DISTRIBUTED THROUGHOUT THE WORLD. THE DATA ACCUMULATED IS PRESENTED IN A FORM WHICH LISTS THE PERFORMANCE OF MATERIALS UNDER THE SPECIFIC JOB HEADINGS OF CONCRETE AND/OR MASONRY CRACK SEALANTS, CONCRETE JOINT SEALANTS, CONCRETE AND/OR MASONRY SURFACING MATERIALS, CONCRETE BINDER TYPE REPAIR MATERIALS, CONCRETE BONDING MATERIALS, CONCRETE GROUTING MATERIALS, CONCRETE DECORATIVE MATERIALS, MATERIALS FOR WEATHER PROTECTION, AND CONCRETE CURING AGENTS. THE RESULTS SHOW THAT SUCH CONFUSION EXISTS AS TO WHAT ARE THE BETTER MATERIALS FOR SPECIFIC JOB APPLICATIONS AND THAT IT IS EXTREMELY DIFFICULT TO EVALUATE APPLICATION TECHNIQUES. BASIC TYPES OF MATERIALS ARE SHOWN TO BE BEST FOR CERTAIN TYPES OF JOBS. /AUTHOR/]]></description>
      <pubDate>Wed, 25 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108537</guid>
    </item>
    <item>
      <title>PROTECTING PARKING STRUCTURES FROM WATER AND CHEMICAL DAMAGE</title>
      <link>https://trid.trb.org/View/358270</link>
      <description><![CDATA[Article discusses methods for protection of parking structures from water and chemical damage. Topics elaborated upon include the following: traffic type and volume; age of structure; climatic conditions; choosing a contractor; selecting a protective system; and common protective systems (water repellant sealers, waterproofing membranes).]]></description>
      <pubDate>Sun, 30 Jun 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/358270</guid>
    </item>
    <item>
      <title>SHRP'S WINTER MAINTENANCE RESEARCH</title>
      <link>https://trid.trb.org/View/353921</link>
      <description><![CDATA[This article describes SHRP's activities in regard to winter maintenance research being conducted. Don Harriott, the person in charge of winter maintenance research, reveals upcoming products of the research such as guideline books and training materials. A handbook to help highway materials engineers evaluate chemical deicers is in the works, as well as a pocket guide for snow fence installation. SHRP will also report on improvements in snow plow design. Harriott also discusses several other areas of research such as specialized weather prediction systems, and the evaluation of pre-storm treatment of highways. Other areas covered include the SHRP Ideas Project, and how SHRP awards contracts.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353921</guid>
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