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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Oblique-Asymmetric 2D+T Model to Compute Hydrodynamic Forces and Moments in Coupled Sway, Roll, and Yaw Motions of Planing Hulls</title>
      <link>https://trid.trb.org/View/1590566</link>
      <description><![CDATA[In the present article, it has been tried to compute hydrodynamic forces and moments in coupled sway, roll, and yaw motions of planing hulls. For this purpose, wedge water entry has been considered in its generalized form with vertical, horizontal, and roll velocities. Using potential theory, new added mass formulas for coupled sway, roll, and yaw motion of planing hulls have been derived. Moreover, by introducing oblique-asymmetric 2D+T model and implementing momentum theory, sway force, roll moment, and yaw moment have been computed. The obtained hydrodynamic forces and moments have been compared against experimental results and previous empirical method. It has been observed that the method is accompanied with large errors and under-prediction, in the cases with zero and negative roll angle, especially at a yaw angle of 15°, which is a related limitation of the method. Better accuracy in prediction of sway force and yawing moment is observed at a trim angle of 6° and roll angles of 10° and 20°, especially for small yaw angles. The main sources of errors are found to be as follows. 1) Flow separation from the wedge apex in negative roll angle at large yaw angles, which results in under-prediction of sway force, rolling moment, and yawing moment 2) Tendency of the flow to move from starboard to port at a trim angle of 6° for the vessel with a deadrise angle of 30° at a negative roll angle and yaw angle of 15°, which cannot be simulated by the current method. 3) Reduction of contribution of hydrostatic pressure at a speed coefficient of 4.0, which is not well modeled by the proposed method and results in under-prediction of rolling moment. 4) Over-prediction of center of pressure at a yaw angle of 10° and 15°, which results in under-prediction of yawing moment. 5) Prediction of nonzero values for chine wetted length at roll angles of 10° and 20° for the yawed vessel at a trim angle of 6°, which results in under-prediction of rolling moment. 6) Over-prediction of starboard wetted length at negative roll angle at a trim angle of 6°.]]></description>
      <pubDate>Fri, 26 Apr 2019 17:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1590566</guid>
    </item>
    <item>
      <title>Analysis of transverse stability parameters of hybrid buses with active trailers</title>
      <link>https://trid.trb.org/View/1581960</link>
      <description><![CDATA[The objective of the article is to determine the transverse stability indexes of hinge-connected buses (HCBs) by applying the computation-analytical method. The transverse stability parameters of hybrid buses with active trailers are analysed. Based on these parameters (the angles of the roll and redistribution of loads on the sides), the analytical dependences are developed. The dependences describe the movement of the parts of HCBs in the vertical plane. Considering the action of longitudinal and transverse forces, the roll angles of the bus and the trailer were determined. The limiting angle of the side roll of the bus rollover was found to be Ɣмах = 27.560 Ɣмах, and the trailer rollover to be Ɣмах = 30.210. The obtained transverse stability indexes of HCBs with a hybrid power plant testify to the compliance with the standard DSTU UN/ECE R 111-00.]]></description>
      <pubDate>Wed, 24 Apr 2019 09:33:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1581960</guid>
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    <item>
      <title>Transverse Movement in Skewed Integral Abutment Bridges</title>
      <link>https://trid.trb.org/View/850812</link>
      <description><![CDATA[Jointless bridges promote reduced maintenance costs, improved riding quality, lower impact loads, reduced snowplow damage to decks and approaches and improved seismic resistance. In spite of many of these recognized benefits, the behavior of such structures is not yet fully understood, and nationally adopted design criteria are still lacking. This paper presents results from an experimental and analytical research program, funded by the Federal Highway Administration, on the behavior of jointless and integral abutment bridges. The experimental work included testing and monitoring of bridge models and a bridge structure in the field, tests of bridge components and a field survey of fifteen jointless bridges. Experimental results have resolved many questions regarding environmental effects, and long-term and time dependent loading in combination with live and dead load. The analytical work evaluated the response of jointless bridges with respect to various design parameters. The research indicated that analysis procedures can be used to adequately quantify the structural response if accurate material and environmental parameters are known. Simplified design procedures are recommended based on this research. The analytical phase of the research program included a study of the effects of skew angle on the response of jointless integral abutment bridges to restrained longitudinal expansion. With skewed bridges, the soil passive pressure developed in response to thermal elongation has a component in the transverse direction. Therefore, skewed bridges respond to temperature change with both longitudinal and transverse movements. Analyses were carried out to demonstrate the relationships between skew angle and transverse forces on skewed abutments. These studies were conducted to provide procedures to either determine forces required to resist in-plane rotation of the superstructure associated with skew, or estimate expected movement of skewed abutments not specifically designed to restrain the movement. The analytical procedures were used to compare with results from a field study of a skewed bridge that was monitored as part of the experimental phase of the research program. These procedures were then used to perform a sensitivity study to demonstrate the relationship between transverse movement and longitudinal expansion for various skew angles and ratios of bridge length to width.]]></description>
      <pubDate>Thu, 20 Mar 2008 08:55:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/850812</guid>
    </item>
    <item>
      <title>Nonlinear Seismic Soil-Abutment-Structure Interaction Analysis of Skewed Bridges</title>
      <link>https://trid.trb.org/View/839711</link>
      <description><![CDATA[This paper investigates the impact of the bridge skew angle on the force-deformation characteristics of abutments and the seismic response of a two-span bridge subjected to seismic two-component ground motions with near-fault effects. Three-dimensional models of a two-span box girder bridge were developed incorporating 0, 25, 45 and 60-degree skew. The models included seat-type abutments with elastomeric bearing pads and shear keys, and a single-column bent on pilecaps. A hyperbolic force-displacement (HFD) relationship was used to model the interaction between abutments and the embankment soil. A nonlinear spring is used to model near-field effects in series with an elastic spring and a dashpot element to simulate far-field effects. Nonlinear time-history analyses were performed using nine two-component lateral input ground motions. The analyses show that the interaction between abutment and soil causes the overall seismic bridge behavior to become more complex with increasing bridge skew. Skewed bridges tend to rotate about the vertical axis during a seismic event. The superstructure rotation can cause excessive transverse movement at seat-type abutments that builds up mainly during the initial peak cycles of shaking and can result in unseating of the superstructure. Rotation of the deck is accompanied by pounding on the abutment backwall. The deck rotation is due to development of an non-uniform passive soil wedge behind the abutment wall that results is asymmetric soil reactions between the acute and obtuse corner of the wall. The width and capacity of the passive wedge depends on abutment (embankment) width, skew angle and ground motion characteristics. Seismic behavior of skewed bridges is also strongly influenced by the characteristics of the input ground motions. For three skew configurations, the magnitude of permanent rotation and lateral offset varied among the nine input motions with no discernible trend. This strongly suggests the bridges with significant skew should be analyzed using motions with two or three components and several earthquake records should be considered in order to capture the behavior of structure details such as bearing pads and shear keys that affect the overall bridge response.]]></description>
      <pubDate>Thu, 15 Nov 2007 10:33:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/839711</guid>
    </item>
    <item>
      <title>STRUCTURAL MOVEMENT AND DAMAGE TO THE ALASKAN WAY VIADUCT DUE TO THE NISQUALLY EARTHQUAKE</title>
      <link>https://trid.trb.org/View/727868</link>
      <description><![CDATA[This paper addresses the effects of the February 28, 2001 Nisqually Earthquake on the Alaskan Way Viaduct located on the Seattle Waterfront, approximately 35 miles from the epicenter. Seismic ground motions at the viaduct are summarized from the seismic monitoring stations.  Supplemental physical evidence from buildings and bridges in the vicinity provide a basis for characterizing the seismic ground motion.  Preliminary findings indicate that the most significant ground movement was transverse to the bridge centerline, corresponding to seismic shear wave propagation from the epicenter, with a gravitational coefficient (g) of approximately 0.16.  There is also some evidence of localized soil subsidence in the vicinity of the adjacent seawall attributable to the earthquake.  Established elastic movement and permanent deformation of the viaduct as a consequence of the seismic ground motions is discussed. Inspection findings document information establishing conclusions presented, with information gathered from historical bridge records.  These inspection findings indicate that the bridge generally moved within elastic limits transverse to the roadway centerline, with some longitudinal movement in portions of the southern end.  Inspection findings subsequent to the earthquake provide the basis for discussion of structural damage, and include structural failure of the Pier 100 East column, and structural distress to Piers 94, 97, 121, 145, and 160 including adjacent crossbeams and longitudinal beams.  Other bridge conditions not directly related to the earthquake are addressed as they affect the seismically induced damage, including settlement of selected foundations.  A description of how the monitoring programs were developed and how they will be used in the future to determine structural movement is presented.  Two methods for recording small structural movement have been implemented.  One system is based on surveys with established control points and a second system utilized "crack monitors" installed on the bridge over selected structurally significant cracks.]]></description>
      <pubDate>Thu, 31 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/727868</guid>
    </item>
    <item>
      <title>SEISMIC ANALYSIS OF LARGE-DIAMETER FLEXIBLE UNDERGROUND PIPES</title>
      <link>https://trid.trb.org/View/541159</link>
      <description><![CDATA[A pseudostatic analysis method is proposed to identify the main causes of the transverse buckling of flexible circular underground structures, such as culverts and large-diameter corrugated metal pipes, during earthquakes.  The method was initially developed to understand the collapse of a 2.4-m-diameter corrugated metal pipe in the Lower San Fernando Dam (LSFD), which was apparently caused by the intense near-field ground motion of the 1994 Northridge earthquake.  However, a detailed field investigation revealed that this particular failure could not be attributed solely to either large ground accelerations or liquefaction of nearby hydraulic fills.  The simplified analysis considers as factors leading to failure static overburden pressure, peak ground acceleration, liquefaction-induced ground displacement, pore pressure buildup, and nonlinear soil response.  The analysis reveals that the observed failure of the LSFD pipe was caused by the cyclic pore pressure build up in the embedding soils and their resulting reduction in stiffness.  It also points out that liquefaction was a contributing, but not a necessary, factor for failure.  The proposed analysis, although developed for a particular case, is applicable for evaluating the response of flexible underground conduits subjected to earthquakes.]]></description>
      <pubDate>Wed, 11 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541159</guid>
    </item>
    <item>
      <title>LONGITUDINAL VENTILATION OF VEHICLE TUNNELS AND THE EFFECT ON AMBIENT AIR QUALITY</title>
      <link>https://trid.trb.org/View/485388</link>
      <description><![CDATA[The Central Artery/Tunnel (CA/T) project is a major highway development project currently being designed and built in Boston, MA by the Massachusetts Highway Department.  As part of the project, a 40-year old elevated structure will be replaced by a tunnel, with some sections of viaduct, bridge and open cut.  The mainline tunnel will have a fully transverse mechanical ventilation system.  As a potential cost reduction measure, the project designers are considering longitudinal instead of transverse ventilation for the various on-ramps and off-ramps that branch from the mainline tunnel.  The feasibility and cost savings of this approach were evaluated taking into consideration structural implications, ventilation requirements and effects on ambient air quality outside the portals. Physical modelling in a boundary-layer wind tunnel was undertaken to assess the ambient air quality effects.  The study showed that longitudinal ventilation is feasible for the off-ramps, with the exception of some ramps where sensitive receptors were located very close to the portals.]]></description>
      <pubDate>Thu, 13 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485388</guid>
    </item>
    <item>
      <title>THE M-40 AS AN INTELLIGENT AUTOROUTE</title>
      <link>https://trid.trb.org/View/484995</link>
      <description><![CDATA[The M-40 autoroute is a 61-kilometer (37 mile) ring road around Madrid, and is strategically important because of its role both in the movements of urban, inter-city and inter-community traffic as a great distributor of radial and transversal traffic.  This paper will present the implementation of the intelligent management system of dynamic signals installed along the ring-road, based on a detection and traffic measurement sub-system and some incident-detecting algorithm and automatic recommendations for alternative routes.  The paper reviews the installation carried out, the computerized management systems, and the algorithms used.]]></description>
      <pubDate>Sat, 13 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/484995</guid>
    </item>
    <item>
      <title>AN EVALUATION TEST FOR INFLUENCES OF THE PAINT-FILM UPON SELF-LOOSENING OF FASTENERS</title>
      <link>https://trid.trb.org/View/576152</link>
      <description><![CDATA[Experiments are carried out for evaluating the influence of the paint-film upon self-loosening fasteners.  Two kinds of paint, alkyd paint system and etching primer, are used in the test. The evaluation was carried out in terms of the relationship between the rotation angle and the axial tension from the onset of tightening stage to the end of vibrating stage of the tightening specimen.  A thicker paint-film of alkyd paint system gives rise to a remarkable reduction of axial tension after tightening. Furthermore, the vibration accelerates this reduction causing a considerable self-rotation.  Paint-film of etching primer brings about less reduction of axial tension and the self-rotation is not observed at all even in the vibrating stage.]]></description>
      <pubDate>Sun, 10 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576152</guid>
    </item>
    <item>
      <title>OSCILLATIONS OF BRIDGE STAY CABLES INDUCED BY PERIODIC MOTIONS OF DECK AND/OR TOWERS</title>
      <link>https://trid.trb.org/View/468209</link>
      <description><![CDATA[The authors examine the oscillations of bridge cables prone to excitation by wind or by periodic traffic-induced motions of the deck and/or towers.  A continuum model is presented for the study of nonlinear oscillations in inclined cables as a result of small anchorage motions.  The validity of the model for certain situations is checked via laboratory tests.  Approximate analytic expressions and numerical solutions are derived for the cable transverse displacements and the corresponding axial force oscillations.  The behavior of inclined cables is interpreted by comparison with similar horizontal or vertical cables subjected to appropriate components of the excitation.  Small anchorage amplitudes are shown to lead to important cable oscillations when conditions are met for lower-order classical or parametric resonance of the cables.]]></description>
      <pubDate>Sat, 30 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468209</guid>
    </item>
    <item>
      <title>IMPACT FACTORS FOR SIMPLE-SPAN HIGHWAY GIRDER BRIDGES. DISCUSSION</title>
      <link>https://trid.trb.org/View/425567</link>
      <description><![CDATA[A discussion of a paper with the aforementioned title by Chang and Lee, published in this journal (Volume 120, Number 3, March 1994), is presented.  Wang and Huang disagree with the authors' conclusion that the impact factors for highway bridges are nearly independent of the bridge span length.  The discussers also question the simplicity of the authors' vehicle models and the effects of multivehicle loading in both the transverse and longitudinal directions.  No closure is offered by the authors.]]></description>
      <pubDate>Mon, 22 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425567</guid>
    </item>
    <item>
      <title>HORIZONTALLY CURVED STEEL GIRDERS - FABRICATION AND DESIGN</title>
      <link>https://trid.trb.org/View/105350</link>
      <description><![CDATA[THE USE OF HORIZONTALLY CURVED STEEL GIRDERS IN BRIDGE CONSTRUCTION IS CREATING INTEREST BECAUSE: (1) OF INCREASING DEMAND FOR HIGHWAY INTERCHANGES IN URBAN AREAS, (2) THE USE OF STRAIGHT GIRDERS AS CHORDS OF SHORT RADIUS SURVES REQUIRE SIMPLE SPANS WITH RELATIVELY CLOSE SUPPORTS AND NUMEROUS EXPANSION JOINTS AND BEARING DEVICES, (3) AESTHETIC CONSIDERATIONS HAVE LED TO A PREFERENCE FOR CURVED GIRDERS, AND (4) CURVED GIRDERS PROMOTE A UNIFORMITY OF CONCRETE DECK WORK THORUGH SIMPLICITY IN ARRANGEMENT, DETAILS AND CONSTRUCTION. FABRICATION METHODS OF CUTTING TO CURVE AND THE HEAT CURVING METHOD ARE OUTLINED. ALL DESIGN CONSIDERATIONS OF ALL COMPONENTS OF A STEEL CURVED GIRDER BRIDGE ARE DISCUSSED. THE FOLLOWING GUIDELINES APPROPRIATE IN THE DESIGN OF EXPANSION BEARING DEVICES ARE RECOMMENDED: (1) INVESTIGATE THE MOVEMENTS AND THEIR RELATIONSHIP TO ONE ANOTHER, (2) PROVIDE FOR ROTATION DUE TO APPLIED LOADS BY PLACING THE HINGE RADIALLY, (3) INVESTIGATE THE ABILITY OF A CONVENTIONAL TYPE SHOE ACTING IN THE PLANE OF THE HINGE MOVEMENT - TANGENT TO THE CURVE - TO SATISFY THE TRANSVERSE MOVEMENTS REQUIRED DUE TO TEMPERATURE, AND (4) IF A CONVENTIONAL SHOE CANNOT BE UTILIZED BECAUSE OF THE TRANSVERSE MOVEMENTS, DESIGN A SPECIAL BEARING DEVICE THAT WILL SATISFY THE COMPOUND MOVEMENTS.]]></description>
      <pubDate>Sun, 16 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105350</guid>
    </item>
    <item>
      <title>KEEPING THE AIR FRESH</title>
      <link>https://trid.trb.org/View/308265</link>
      <description><![CDATA[Described are the different types of fans, axial and centrifugal, and the three main types of ventilation systems, longitudinal, semi-transverse, and transverse for providing ventilation in tunnels.  Some fan manufacturers throughout the world are also noted.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308265</guid>
    </item>
    <item>
      <title>FLEXIBILITY IN MOTION</title>
      <link>https://trid.trb.org/View/308264</link>
      <description><![CDATA[The various types of tunnel ventilation systems, longitudinal, transverse, and semi-transverse are discussed as well as axial fans with controllable pitch in motion which are touted to be better than other types of fans because they handle fluctuating loads, reverse airflow safely, quickly and precisely in emergency situations and are provided an extra measure of safety by using anti-stall rings which prevent stalling regardless of flow and pressure conditions.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308264</guid>
    </item>
    <item>
      <title>PROBABILISTIC ASSESSMENT OF THE FAILURE OF LAMINATED TIMBER BRIDGES</title>
      <link>https://trid.trb.org/View/276768</link>
      <description><![CDATA[For a given loading, the ratio of the expected failure load of a laminated timber bridge and the analytical failure load obtained by assuming the modulus of rupture (MOR) and modulus of elasticity (EL) to obtain their respective mean values, is called the reduction factor. The value of this factor is always less than 1.0, and depends on the transverse deflection profile of the bridge. A procedure is presented in this paper by which a realistic assessment of the reduction factor can be obtained by using test data for the MOR and EL for any species of wood.]]></description>
      <pubDate>Sun, 30 Nov 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/276768</guid>
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