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    <title>Transport Research International Documentation (TRID)</title>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Development of Pavement Temperature Measurement System for ICART</title>
      <link>https://trid.trb.org/View/2559720</link>
      <description><![CDATA[Performance of hot-mix asphalt is dependent on temperature and loads applied to the pavement, among other factors. Researchers will design pavement temperature sensors for the Illinois Certification and Research Track (ICART) that will measure and record temperatures at various levels in the pavement. Monitoring pavement temperature at various levels will help to better understand how pavement reacts to changes in weather conditions, allowing engineers to optimize design.
]]></description>
      <pubDate>Mon, 02 Jun 2025 12:03:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559720</guid>
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    <item>
      <title>Two-Dimensional Temperature Measurements in Engine Combustion Using Phosphor Thermometry</title>
      <link>https://trid.trb.org/View/1812904</link>
      <description><![CDATA[A phosphor thermometry, for measurements of two-dimensional gas-phase temperature was examined in turbulent combustion in an engine. The reasonable temperature deviation and the agreement with calculated data within 5% precision were achieved by single-shot images in the ignition process of compression ignition engine. Focusing on the local flame kernel, the flame structure could be quantitatively given by the temperature. It became evident that the HCCI flame kernels had 1-3 mm diameter and the isolated island structures. Subsequently, the HTR zone consisted of the combined flame kernels near TDC.]]></description>
      <pubDate>Mon, 26 Sep 2022 09:12:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1812904</guid>
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    <item>
      <title>Continuous strain monitoring of an instrumented pavement section</title>
      <link>https://trid.trb.org/View/1655266</link>
      <description><![CDATA[Classically, measurements on instrumented pavements are performed on site, under known load conditions. In such conditions, data interpretation and modelling of the pavement are relatively easy. However, on-site measurements are time consuming and costly to perform, because they require using a dedicated vehicle and closing the lane to traffic. This paper presents an experiment, where an instrumented bituminous pavement motorway section has been followed by remote monitoring, under normal traffic. The section, instrumented with strain gages, temperature probes and geophones, has been monitored continuously during 18 months. Signal sorting procedures have been developed for reducing the quantity of recorded data, and for analysing the structural response of the pavement, under highly variable loading conditions. The results of the strain gage measurements, made at different depths within the pavement, have shown that the response of the pavement presents large variations with temperature, and in particular, that the degree of bonding between layers can decrease at high temperatures, leading to sliding between pavement layers. The mechanical response of this section has been analysed using a classical multi-layer linear elastic pavement model and also a viscoelastic model. The best predictions have been achieved with the viscoelastic model. Different approaches for describing the behaviour of pavement layer interfaces have also been evaluated.]]></description>
      <pubDate>Mon, 21 Oct 2019 16:55:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655266</guid>
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    <item>
      <title>Research for AASHTO Standing Committee on Highways. Task 427. Developing a Recommended AASHTO Standard Practice for Selection of Temperature-Measuring Devices</title>
      <link>https://trid.trb.org/View/1628589</link>
      <description><![CDATA[Many AASHTO standard methods of test require the measurement of temperature. Some of these methods have specified a means for temperature measurement depending upon the application. Liquid-in-glass thermometers as specified by ASTM E1, Standard Specification for ASTM Liquid-in-Glass Thermometers, has often been specified and used by testing laboratories. Generally, these liquid-in-glass thermometers use mercury or a mixture of mercury and thallium, or dyed ethyl alcohol for measurements at extremely low temperatures. Mercury and thallium are considered materials hazardous to human health and the environment; their use in such applications is of concern. There are alternatives to liquid-in-glass thermometers that provide different levels of accuracy, precision, response time, ease of calibration, and practicality of use. Among potential alternatives are platinum resistance thermometers, thermistors, thermocouple devices, and infrared (non-contact) thermometers. There was a need to identify such alternatives and evaluate their appropriateness for use in AASHTO standard methods of test that require the measurement of temperature, and to develop a recommended AASHTO standard practice for the selection of temperature-measuring devices. Such a standard practice will help test laboratories identify and use temperature-measuring devices that are well suited for the test and pose no potential health hazard.
The objective of this research was to develop a recommended AASHTO Standard Practice for Selection of Temperature Measuring Devices. These devices are intended for use, in lieu of liquid-in-glass thermometers, in conducting tests on transportation materials in accordance with AASHTO standard methods of test.]]></description>
      <pubDate>Fri, 07 Jun 2019 13:10:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1628589</guid>
    </item>
    <item>
      <title>Novel Concrete Temperature Monitoring Method Based on an Embedded Passive RFID Sensor Tag</title>
      <link>https://trid.trb.org/View/1471908</link>
      <description><![CDATA[This paper firstly introduces the importance of temperature control in concrete measurement, then a passive radio frequency identification (RFID) sensor tag embedded for concrete temperature monitoring is presented. In order to reduce the influences of concrete electromagnetic parameters during the drying process, a T-type antenna is proposed to measure the concrete temperature at the required depth. The proposed RFID sensor tag is based on the EPC generation-2 ultra-high frequency (UHF) communication protocol and operates in passive mode. The temperature sensor can convert the sensor signals to corresponding digital signals without an external reference clock due to the adoption of phase-locked loop (PLL)-based architecture. Laboratory experimentation and on-site testing demonstrate that the authors' sensor tag embedded in concrete can provide reliable communication performance in passive mode. The maximum communicating distance between reader and tag is 7 m at the operating frequency of 915 MHz and the tested results show high consistency with the results tested by a thermocouple.]]></description>
      <pubDate>Tue, 29 Aug 2017 11:59:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1471908</guid>
    </item>
    <item>
      <title>Comparison of Potential Temperature Gradient Estimates from Various Temperature Profile Data Sources</title>
      <link>https://trid.trb.org/View/1458097</link>
      <description><![CDATA[From July through September 2015, concurrent and collocated measurements of temperature profiles from two passive radiometers and a RADAR-RASS (Radio Acoustic Sounding System) were made at a site near the ocean just to the west of Los Angeles International Airport (LAX). In addition, temperature profiles for this same time period from National Oceanic and Atmospheric Administration's (NOAA’s) Rapid Refresh (RAP) hourly-updated assimilation/modeling system were collected. The motivation for this data collection effort was the idea that intercomparisons of data obtained from various temperature profiling sources could be used to characterize the variability of potential temperature gradient (PTG) values. The observed scatter of PTG intercomparisons can be used as a practical way of quantifying the variability in measurements of PTG at 250m. This information is important for understanding the variability of aircraft wake vortex data as well as for providing bounds on the variability of the environmental data used for wake modeling. The authors determined that PTG measurements derived from various sources are mostly consistent and indicate an uncertainty in the measurement of PTG of about one degC/100m. This implies that it may not be possible to measure PTG to much better than a tolerance of that amount. Fast-time model results demonstrated that a one degC/100m variation in PTG can result in uncertainties of 50 m²/sec for vortex circulation and 50m for descent distance.]]></description>
      <pubDate>Mon, 27 Mar 2017 09:30:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458097</guid>
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    <item>
      <title>Statewide Implementation of the Total Pavement Acceptance Device (TPAD)</title>
      <link>https://trid.trb.org/View/1447140</link>
      <description><![CDATA[Construction and development of the Total Pavement Acceptance Device (TPAD) was completed at the end of August 2012 through Texas Department of Transportation (TxDOT) Research Project 0-6005-01. The TPAD is a multi-function pavement evaluation device used to profile continuously along pavements at speeds in the range of 2 to 3 mph. The multi-function features of the TPAD include (1) rolling dynamic deflectometer (RDD), (2) ground-penetrating radar (GPR), (3) distance measurement instrument, (4) high-precision differential global positioning system (GPS), (5) pavement surface temperature measurement, and (6) digital video imaging of the pavement surface and right-of-way conditions. TxDOT implementation Project 5-6005-01 was begun in mid-January 2013 and ended on August 31, 2014. The objective of the project was to implement the statewide use of the TPAD for project-level studies of the structural condition of pavements. During the 20-month period of Project 5-6005-01, the Center for Transportation Research (CTR) at The University of Texas at Austin (UT) and the Texas A&M Transportation Institute (TTI) alternately stored, maintained, and operated the TPAD and TPAD hauler. Personnel at each institute performed TPAD demonstration projects when specific TxDOT districts made requests. Ten TPAD demonstrations and eleven TPAD-level studies in eight districts were performed. The TPAD has been successfully used to evaluate the remaining life of current pavement, to help District engineers select optimum rehabilitation schemes, and to identify problematic areas over a wide range of pavements, such as hot mix asphalt, jointed concrete pavement, continuously reinforced concrete pavement, and composite pavement. In addition, the RDD functionality was improved during the project by replacing the sole air-pressure control system for the rolling sensors with three separate air-pressure control systems (one for each of the sensors), as well as by modifying and improving the towing frame used to position and raise/lower the rolling sensors.]]></description>
      <pubDate>Mon, 13 Mar 2017 16:07:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1447140</guid>
    </item>
    <item>
      <title>Measurement of Asphalt Concrete Temperatures During Transport with the Use of an Instrumented Probe System</title>
      <link>https://trid.trb.org/View/1287542</link>
      <description><![CDATA[Recently, so-called warm technologies have provided the paving industry with a considerable amount of versatility by increasing the options available to perform a given project. The ability to mix at traditional hot-mix temperatures and to compact at warm-mix temperatures is one of these options, because doing so can allow for long-haul distances. Warm technologies are fairly new to the United States, and documentation of their use on long-haul-distance projects is not abundant. This paper presents successful full-scale use of an instrumented probe system developed to simultaneously measure temperature at multiple locations within an asphalt mix while it was hauled for an extended period of time (10 h+). The data collected spanned haul distances far beyond those needed for any conceivable conventional application and likely exceeded distances needed for any emergency application. Probe temperature measurements appeared to be as reliable as well-accepted temperature measurement with asphalt thermometers. For representation of most of the mix in a truck with cooler material near the edges, a laboratory short-term aging protocol was recommended for long hauls of 6 h or less that held mixes at 15°C to 20°C below their mixing temperature for all but the last few minutes before they were progressively cooled to the desired compaction temperature. Additional findings illustrated the significant amount of time that most of a truck’s asphalt could retain heat and provide temperature gradient measurements from just inside the truck bed to near the center of the truck bed.]]></description>
      <pubDate>Fri, 21 Feb 2014 15:16:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1287542</guid>
    </item>
    <item>
      <title>Using Wheel Temperature Detector Technology to Monitor Railcar Brake System Effectiveness</title>
      <link>https://trid.trb.org/View/1285606</link>
      <description><![CDATA[Wheel temperature detector technology has been used extensively in the railroad industry for the past several decades. The technology has traditionally been used to identify wheels with elevated temperatures. There is currently a movement in the industry to detect railcars with ineffective brakes by using the technology to identify wheels that have lower than expected temperatures when a train is in a braking mode or condition. This report documents a study to determine the effectiveness of the technology in distinguishing between applied and nonapplied brakes when a train passes a wheel temperature detector with train brakes applied. The study used controlled testing as well as data from revenue service operations to investigate the effectiveness of the technology and to compare its capabilities with the current manual inspection process.]]></description>
      <pubDate>Mon, 27 Jan 2014 10:45:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1285606</guid>
    </item>
    <item>
      <title>Developing a Testing Device for Total Pavements Acceptance: Third-Year Report</title>
      <link>https://trid.trb.org/View/1212747</link>
      <description><![CDATA[During the third year of Project 0-6005, significant progress was made towards building the Total Pavement Acceptance Device (TPAD). The TPAD will be a multi-function pavement evaluating device that will be used to profile continuously along pavements at speeds in the range of 3 to 7 mph. The test functions will include those associated with the Rolling Dynamic Deflectometer (RDD), ground penetrating radar (GPR), Distance Measurement Instrument (DMI), and high-precision differential Global Positioning System (GPS), and surface temperature measurements, as well as digital video imaging of the pavement and right-of-way conditions. The TPAD mobile platform and dedicated hauling equipment, a tractor and trailer system, were delivered to the Center for Transportation Research (CTR) in late fall 2010. Acceptance testing for the TPAD mobile platform was initiated in winter 2010 and continued through summer 2011. Acceptance testing involved evaluating (1) the speed control, (2) the static load control, (3) the dynamic load control, (4) the portable load calibration system, and (5) the DMI. Some improvements were identified that were completed by the manufacturer. Progress was also made in developing (1) improved rolling sensors and associated data analysis methods commensurate with the target testing speeds and (2) a second-generation integrated data acquisition and display system that records all test functions on the same time and distance baselines.]]></description>
      <pubDate>Tue, 11 Sep 2012 09:14:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1212747</guid>
    </item>
    <item>
      <title>Journal Bearings Put to the Test</title>
      <link>https://trid.trb.org/View/926231</link>
      <description><![CDATA[This article describes how there has been no onboard system for monitoring journal bearing temperatures on Indian Railways (IR) rolling stock until now. Traditional methods have relied on human judgment, and more recently hand-held temperature guns, with dedicated staff to check trains and conduct inspections when an abnormality is found. But as IR increases the number of passengers running at high speeds, this has created a need for near-real time monitoring. The use of trackside temperature monitoring has been standard practice worldwide for decades and onboard equipment would provide operators with more confidence, but the difficulty of producing a cost-effective and reliable system means that its use has been limited to high speed trains. The challenge for IR is to develop a cost-effective and reliable system based on commercial technology that satisfies these three objectives: (1) direct temperature measurement in the bearing load zone; (2) recording at frequent intervals; and (3) alerts to prevent bearings from overheating and seizing.]]></description>
      <pubDate>Thu, 26 Aug 2010 07:06:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/926231</guid>
    </item>
    <item>
      <title>Wheelset Maintenance…On a Roll</title>
      <link>https://trid.trb.org/View/920324</link>
      <description><![CDATA[Wheelsets are among the most exposed components on rail vehicles and thus must be sturdy enough to withstand constant exposure to dirt, debris, and extremes of climate, ranging from polar cold to desert hear.  In this article, the railway services manager with SKF's United Kingdom Railway Sales Unit, describes how suppliers and train operators can best address the needs for wheelset overhaul, repair, and replacement.  The author maintains that reducing life-cycle costs requires a combination of innovative technology coupled with experience to optimize components for rail use.  Component manufacturers have begun to develop and produce integrated assemblies and sub-assemblies, including compact tapered roller bearing units (CTBUs). The CTBU includes a sensor system to monitor wheelset conditions, including rotational speed and vertical or lateral acceleration for use within wheel slip/slide protection and traction control unit systems; bearing temperature for the onboard monitoring system; direction of movement; and positioning data for use within the European Train Control System and the Italian SCMT train control system.  Condition monitoring enables the extension of maintenance intervals, with far less unexpected downtime and predictable costs.]]></description>
      <pubDate>Tue, 29 Jun 2010 07:23:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/920324</guid>
    </item>
    <item>
      <title>Nanotechnology and Modern Materials As a Way to Make Road Transportation Cleaner</title>
      <link>https://trid.trb.org/View/873640</link>
      <description><![CDATA[This paper on nanotechnology and modern materials is from the proceedings of 14th international Conference on Urban Transport and the Environment in the 21st Century, which was held in Malta in 2008.  The author describes the possibility of the application of nanostructural materials in order to increase the environment friendliness of certain vehicle subassemblies.  The paper covers methods of energy recuperation with the use of thermoelectric materials, with the aim of developing an aftertreatment system with low temperature energy recuperation from the exhaust gases.  The author concludes that the obtained level of temperatures of the exhaust gases in the modern self-ignition engines opens the prospects for power recuperation at a satisfactory level, provided that cheap thermoelectric materials of sufficient durability and efficiency are used.]]></description>
      <pubDate>Wed, 29 Oct 2008 10:14:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/873640</guid>
    </item>
    <item>
      <title>Development of Computer-Based System for the Temperature Monitoring of a Post-Tensioned Segmental Concrete Box-Girder Bridge</title>
      <link>https://trid.trb.org/View/803323</link>
      <description><![CDATA[This paper describes the development and implementation of a computer-based remote monitoring system for temperature monitoring of an 11-span segmental, post-tensioned concrete box-girder bridge. Monitoring was carried out for 5 years. The extensive data collected is analyzed using software developed to provide engineers with information that can be used in the evaluation of the long-term behavior and performance of the bridge. The software was used to determine the maximum and minimum bridge temperatures, vertical temperature differences through the bridge cross section, and horizontal temperature differences in the transverse directions. Comparisons are made with design specification provisions and with recommendations proposed by previous researchers. In addition, software has been developed to determine the relationship between the daily maximum temperature differences and the air temperatures inside the box-girder. This approach is also used to develop the relationship between the maximum stresses due to temperature differences and the air temperature inside the box-girder. This paper shows the benefits from using a computer-based monitoring system to provide a continuous evaluation of data collected on the bridge.]]></description>
      <pubDate>Thu, 01 Mar 2007 08:37:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/803323</guid>
    </item>
    <item>
      <title>Estimating Fresh Concrete Temperatures: Infrared Thermometers Provide Rapid Check</title>
      <link>https://trid.trb.org/View/787826</link>
      <description><![CDATA[In quality control programs, accurate on site temperature measurement of concrete is an important element.  Infrared (IR) thermometers do not require any physical contact, as they measure infrared radiation emitted by an object.  This article compares the standard concrete temperatures with temperature measurements from IR thermometers, to determine where in the placement process the measurement should be used to utilize the best estimate of concrete temperatures.  The authors do not suggest that IR thermometers can replace the standard measurement process, but the thermometers can be used as auxiliary equipment along with the standard testing.]]></description>
      <pubDate>Tue, 05 Sep 2006 07:49:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/787826</guid>
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