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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Characters of Concrete Deck and Barrier w/Overhang under Transverse Load</title>
      <link>https://trid.trb.org/View/2209197</link>
      <description><![CDATA[The concrete deck w/overhang structure is widely used in bridge design. The research model used in this study is a one-span concrete deck and barrier w/overhang. It is placed under a simulated static transverse load of TL-6 of the American Association of State Highway & Transportation Officials (ASHTTO) at the top of the barrier. Finite Element Method (FEM) will be used to analyze the model. This paper presents that the distribution of the transverse load from the top of barrier extends to bottom of the barrier, then from the junction of the barrier and the deck to the first support (nearby the barrier). This distribution of the load then extends to the second support (away from the barrier). The reactions on the support are dynamic. Theses vary from positive and negative according to the distance from an observed point to the center of the load. The contours of the stress distribution are used to observe and evaluate the load distribution. The stem of the barrier and the inner corner of the barrier and the deck are indicated as regions of complex stresses. The load distributed on the model does not seem to match an assumption load distribution by the conventional structural analysis method, which has 45-degree spread angle. The results of this research show that the spread angle of load distribution is greater than a 45-degree spread angle that is an assumption of the conventional design method. This phenomenon is due to the integrity of structure to the transverse load. Recommendations and conclusions are included in this paper. These will assist engineers and researchers in re-recognizing and reassessing this type of structure from a different viewpoint.]]></description>
      <pubDate>Tue, 22 Oct 2024 15:57:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209197</guid>
    </item>
    <item>
      <title>Simplified Analytical Approach for Calculating the Transverse Load Distribution of Precast Slab Bridges with and without Concrete Overlays</title>
      <link>https://trid.trb.org/View/2377852</link>
      <description><![CDATA[Precast slab bridges are an attractive option for short- to medium-span bridges; however, the presence of longitudinal joints and concrete overlays adds great complexity to the transverse load distribution (TLD) analysis. Currently, one of the most commonly used methods for simplified analysis relies on the semiempirical formulas provided in AASHTO LRFD Bridge Design Specifications; yet, these formulas have certain limitations in their applicability. This study presents an algorithm based on the transfer matrix method (TMM) to determine the TLD of precast slab bridges. A connection model utilizing shear-and-torsion spring hinges (STSHs) is proposed to simulate the structural behavior of shear keys and the overlay of precast slab bridges in TLD calculations. The transfer matrices and transfer equations between slabs and between joints are established. The TLD for slabs is then computed by introducing boundary conditions and solving transfer equations. In addition, the finite-element method (FEM), along with the existing field tests of two different bridges, is used to verify the accuracy and validity of the proposed method. The study concludes that the TMM shows high algorithmic efficiency compared to the FEM modeling procedure and better precision and applicability than the semiempirical equations provided in AASHTO LRFD. Moreover, extended parametric studies are conducted on the effects of the thickness of concrete overlay and the relative flexibility coefficients of slabs on the TLD of bridges.]]></description>
      <pubDate>Mon, 20 May 2024 09:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2377852</guid>
    </item>
    <item>
      <title>Performance monitoring of assembled beam bridges using displacement spectrum similarity measure</title>
      <link>https://trid.trb.org/View/2314080</link>
      <description><![CDATA[The assembled beam bridge is a widespread construction, with transverse connections uniting precast beams to jointly support loads. These connections, while crucial, are the most vulnerable elements in such structures. Therefore, the development of an effective index for continuous condition assessment remains the cornerstone of structural health monitoring. The Displacement Spectrum Similarity Measure index, as per ideal conditions in numerical simulations, has shown insensitivity to short-term vehicle loads and sensitivity to transverse connection stiffness. This study extends its scope to address potential real-world interference factors, including measurement errors and deck pavement damage. Specifically, we introduce Gaussian white noise to simulate measurement errors and incorporate additional vehicle loads to emulate the impact of pavement damage. Numerical simulations confirm the robustness of the index against these challenges. Additionally, a real-time index extraction scheme is proposed and implemented on an operational bridge. The results reveal a close alignment between the transverse connection condition assessed by the index and the findings obtained through on-site surveys, thereby substantiating the viability and effectiveness of the index for real-world engineering contexts.]]></description>
      <pubDate>Mon, 22 Jan 2024 08:56:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2314080</guid>
    </item>
    <item>
      <title>Research on Design and Calculation Method for Highway U-Shape Bridges</title>
      <link>https://trid.trb.org/View/1990225</link>
      <description><![CDATA[In this study, a highway pre-stressed concrete U-shape bridge with a span of 30 m was taken as an example to study the design and calculation method for the deck with cross beams. Moreover, the influence of longitudinal pre-stressed reinforcement on the bridge deck was also analyzed. Research indicates that the width of the cross beam should be less than 0.6 m, and the higher the height the better, and the distance between the cross beams should be greater than 3.5 m. The bending moment of the bridge deck can be calculated by the simplified equations proposed in this paper, which produces an error of about 17%. The vertical positions of the pre-stressing tendons in the side girder had great influence on the transverse stress in the bridge deck. The closer the pre-stressing tendons were arranged near the lower edge of the bridge deck, the greater the transverse tensile stress.]]></description>
      <pubDate>Thu, 29 Dec 2022 13:08:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1990225</guid>
    </item>
    <item>
      <title>Simplified Analytical Model for Predicting the Transverse Stress of Steel Box Girder with Large Cantilevers in Cable-Stayed Bridges</title>
      <link>https://trid.trb.org/View/2059188</link>
      <description><![CDATA[The geometry and structural behavior of steel box girders with large cantilevers utilized in cable-stayed bridges are intricate. Due to the large cantilever, the transverse stress in the steel box girder cannot be ignored. To investigate the transverse stress distribution law of the steel box girder, a test was conducted on a 1:4.5 scale segment of a cantilever steel box girder in a cable-stayed bridge model. The distribution patterns of the transverse stress in the top and bottom plates of the steel box girder under six distinct load cases were analyzed. It was discovered that positive and negative transverse stresses appeared simultaneously in the top plate when solely subjected to the train load, whereas this phenomenon did not occur in the bottom plate. Furthermore, an improved simplified analytical model was proposed for predicting the transverse stress of the steel box girder. In comparison with the results of the test model, the rationality of the simplified analytical model was substantiated. Moreover, on the basis of the simplified analytical model, the phenomenon of concurrently occurring positive and negative transverse stresses was explained, and the maximum transverse stress distribution in the top and bottom plates under the action of a unit moving load was obtained. The location of the maximum transverse stress in the top and bottom plates was also discussed. The outcome of this paper could serve as a reference in the design of steel box girders with large cantilevers in cable-stayed bridges.]]></description>
      <pubDate>Mon, 28 Nov 2022 09:17:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2059188</guid>
    </item>
    <item>
      <title>Transverse impact response of hybrid biaxial/uniaxial braided composite tubes</title>
      <link>https://trid.trb.org/View/2016158</link>
      <description><![CDATA[Tubular composites in automobile engineering are susceptible to transverse loading events. This paper deals with transverse low-velocity impacts on interply hybrid tubes made of biaxial/uniaxial braided fabric layers. For comparison, drop weight tests were performed on hybrid tubes with biaxial braided surface layers and uniaxial braided inner layer (BUB), with contrary stacking sequence (UBU), pure biaxial and uniaxial braided tubes (BBB and UUU). Numerical models were established to predict the impact behaviors and evaluate the hybrid effects. X-ray micro-computed tomography (Micro-CT) was also employed to identity the cracking location and characterize the damage mechanism. The results showed that the impact response of braided tube was related to its structural deformation resistance, which was determined by properties of reinforced layers varying with different stacking sequence. The hybrid effect became more obvious at higher impact energy. At impact energy of 15.4 J, hybrid tube (BUB) yielded the highest impact resistance with small structural deformation. The biaxial braided layer protected the specimen surface by constraining intralaminar crack propagation through the interlacing patterns. Meanwhile, it promoted crack tip propagating to the subsequent uniaxial braided layer and transferred the impact load. Thus, the material involvement of the inner layer was improved, which was responsible for providing a higher in-plane tensile property due to its low yarn crimp.]]></description>
      <pubDate>Thu, 17 Nov 2022 10:15:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2016158</guid>
    </item>
    <item>
      <title>Numerical simulation of heat transfer in a tube bundle of a shell-and-tube heat exchanger used in transport</title>
      <link>https://trid.trb.org/View/1993390</link>
      <description><![CDATA[Currently, the problem of heat removal and recovery in transport is relevant. Of the many existing designs of heat exchangers, about 80% are shell-and-tube heat exchangers. In this work, numerical simulation of the transverse air flow around a tube bundle with a diameter of 5 mm is carried out. The bundle is formed by pipes with a diameter of 0.1 to 0.5 mm. For each pipe diameter, a bundle model with different packing porosity was created. Porosity ranged from 0.7 to 0.95. The calculations were carried out in the ANSYS software package (v. 19.2). The influence of pipe diameter and packing porosity on the heat flow and pressure drop was analyzed.]]></description>
      <pubDate>Wed, 17 Aug 2022 09:33:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1993390</guid>
    </item>
    <item>
      <title>Transverse ultimate capacity of U-type stiffened panels for hatch covers used in ship cargo holds</title>
      <link>https://trid.trb.org/View/1863003</link>
      <description><![CDATA[ Due to cargo loads or weather loads above decks and elastic deformations of the ship’s hull, hatch covers will subject to transverse loads. However, the existing formulas for transverse ultimate capacity evaluation are not applicable to U-type panels due to a higher rotation constraint. This paper is to find an accurate evaluation method of transverses ultimate capacity for U-type stiffened panels, in order to know about its true safety margin. One hundred and five U-type stiffened panels are designed to cover the common scope of plate aspect ratio α and plate slenderness ratio β in hatch cover structures. Based on the nonlinear FE calculations, the critical factors are analyzed, and then a simple formula is proposed, which can be used to predict transverse ultimate capacity. At last, it is proved that the U-type stiffener will have a great influence on the light-weight design compared with common stiffeners of open profile.]]></description>
      <pubDate>Mon, 15 Nov 2021 14:01:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1863003</guid>
    </item>
    <item>
      <title>The Girder’s Transverse Static Characteristics of the Bilateral Steel Box Girder Self-Anchored Suspension Bridge under the Action of a Vehicle</title>
      <link>https://trid.trb.org/View/1756579</link>
      <description><![CDATA[In recent years, China’s bridge aesthetics have become valued and famous for their elegant modelling and for the lightweight structure of the super-wide bilateral steel box girder self-anchored suspension bridge, which is widely used in urban bridge construction. Using Yunlongwan Bridge in Chengdu, Sichuan province as the research object and the finite element analysis software ANSYS to establish a finite element beam and shell element model, this paper analyzes the super-wide bilateral steel box girder’s transverse stress and transverse deformation. Under the influence of shear lag effect, the local effect of the girder roof is obvious. In addition, negative shear lag effect occurs at the junction of the transverse and longitudinal girders, and the girder’s torsional deformation is obvious under an unbalanced load.]]></description>
      <pubDate>Mon, 22 Mar 2021 10:34:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1756579</guid>
    </item>
    <item>
      <title>New Method for Evaluating Aggregate Scattering in Porous Asphalt</title>
      <link>https://trid.trb.org/View/1743809</link>
      <description><![CDATA[Porous asphalt pavement has been used as a standard surface course on Japanese expressways since 1998 to provide safety and comfort for drivers. The Central Nippon Expressway Company regularly investigates pavement damage to efficiently maintain porous asphalt. Damage to the binder course causes localized potholes and cracks in porous asphalt. Such localized damage cannot be evaluated using conventional damage evaluation indices for pavement like rutting, cracking, or the IRI (international roughness index). Surface aggregate scattering due to binder deterioration, for which the conventional measures are inapplicable, occurs over wide areas in the Shizuoka Prefecture section of the Tomei Expressway. Currently, damage is evaluated on a five-level scale based on visual inspection, but inspection results are subjective. In addition, it is necessary to quantify damage in order to standardize repair costs and formulate repair plans. The authors developed a new index for evaluating surface aggregate scattering using transverse profile data obtained from rutting depth. The transverse profile is determined using a vehicle that measures road surface properties at intervals of 0.5 m in the longitudinal direction. The transverse recording interval is 0.1 m. The line connecting the left and right lane markings is used as a reference. The area below the line is calculated at each interval, taking 200 cross-sections per 100 m. These areas are summed, and the total is divided by the number of measurement points to calculate the average area removed by scattering, which is related to the average depth of aggregate that has been removed. Then, the average scattering area is correlated to visual inspection results. In this way, localized aggregate scattering can be quantified, facilitating the formulation of repair plans. The authors also visualized the damage by color-coding the extent of surface aggregate scattering on an image of the upper surface. By coloring the aggregate scattering depth, it is possible to stereoscopically image the roughness of the road surface.]]></description>
      <pubDate>Wed, 03 Feb 2021 15:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1743809</guid>
    </item>
    <item>
      <title>Determination of Road Surface Characteristics Using Photogrammetry Technique</title>
      <link>https://trid.trb.org/View/1696763</link>
      <description><![CDATA[Road pavement is structure with primary function to provide distribution of load from top layers to the subgrade. In addition, condition of road pavement surface provide driving safety and comfort. This paper presents results of the ability to use method called photogrammetry technique, in order to determine the condition of road pavement surface. Research was conducted on a small test site at Faculty of Civil Engineering, University of Sarajevo. This model was used to analyze road surface and to collect data about longitudinal and transverse profile, surface distresses and texture features as well.]]></description>
      <pubDate>Mon, 27 Apr 2020 14:39:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1696763</guid>
    </item>
    <item>
      <title>Transverse Post-Tensioning in Long-Span Concrete Box-Girder Bridges: Refined Modeling and Alternative System</title>
      <link>https://trid.trb.org/View/1677598</link>
      <description><![CDATA[Transverse post-tensioning is commonly introduced in top slabs of concrete box girders to control transverse tensile stresses induced by dead and live wheel loads. However, longitudinal cracks with a definite pattern have occurred time and again on the bottom of top slabs. This unexpected cracking distress urges a reevaluation of the structural effect of transverse prestressing. First, a step-by-step three-dimensional (3D) modeling was employed to simulate the balanced cantilever construction of box-girder bridges. It was found that the stressing sequence of transverse tendons has a significant influence on the slab prestress distribution along the bridge. The commonly adopted immediate tensioning method (referring to stressing transverse tendons in segment i immediately after the casting and hardening of segment i) yields a ±40% fluctuation of slab prestress within each segment, resulting in much lower prestress near the segment’s rear joint, where cracks are easily occurred. In contrast, the delayed tensioning method (referring to stressing transverse tendons in segment i after the casting and hardening of segment i+1) will greatly alleviate the nonuniform distribution. Second, an explicit equation based on an analytical model is proposed for calculating the slab transverse prestress. To overcome the problem of large friction losses in the current flat anchorage (FA) system, an alternative single-large-strand (SLS) system was designed and its performance verified by full-scale comparative tests. The test results show that the friction loss of the SLS system is only one-third of the FA system, and the overall structural efficiency can be increased by 20%.]]></description>
      <pubDate>Tue, 04 Feb 2020 15:52:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1677598</guid>
    </item>
    <item>
      <title>Numerical and Theoretical Analysis of Slab Transverse-Moment Distributions in Twin-Girder Crossbeam Composite Bridges</title>
      <link>https://trid.trb.org/View/1677167</link>
      <description><![CDATA[In twin-girder crossbeam composite (TGCBC) bridges, the concrete slab supported only by steel plate girders is typically regarded as a one-way slab, and its transverse bending moments are essential for structural optimization and evaluation. However, little research has been conducted on the transverse-moment distribution of the slab in TGCBC bridges and the slab moment prediction method capable of considering the effects of actual configurations and dimensions is not available in the current TGCBC bridge design practice. Recommendations by design codes for continuous slabs in steel or concrete bridges have not considered the structural characteristics of TGCBC bridges, which may result in an uneconomical or unsafe slab design for TGCBC bridges. In this paper, finite-element analyses were conducted on an existing TGCBC bridge to investigate the transverse-moment distribution of its concrete slab under external loads. A simplified method based on a frame model for predicting the transverse-moment distribution coefficients was then proposed. The effects of geometric parameters and cracking of concrete slabs on the transverse-moment distribution coefficients were also examined through a parametric analysis. The analysis results show that the transverse bending stiffness of steel plate girders, which is mainly determined by the layouts of web transverse stiffeners and crossbeams, has a significant influence on the transverse-moment distribution of the slab. Additionally, the distribution coefficients are also dependent on the geometric parameters of TGCBC bridges as well as the magnitude of external loads. The results also show that the transverse-moment distribution coefficients could be precisely estimated by the proposed simplified method.]]></description>
      <pubDate>Tue, 04 Feb 2020 15:52:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1677167</guid>
    </item>
    <item>
      <title>Transverse Seismic Design of Bridges with Longitudinal Keyway Joints</title>
      <link>https://trid.trb.org/View/1640620</link>
      <description><![CDATA[This research evaluated the seismic behavior of bridges with longitudinal joints. The experimental portion of the work consisted of ten full scale sub-assembly tests modelled after a typical as-built keyway joint. The joint was tested under pure shear to determine the joint shear-slip response and associated limit states (grout cracking, embedded rebar yielding/rupture, and girder cover concrete cracking). The analytical portion consisted of developing inelastic shear springs between girders using the response from the experiments and implementing springs into superstructure models to determine global response. In addition, moment curvature analysis was done to develop equations for nominal yield curvature of bridge superstructures. An alternative keyway connection was proposed to improve performance at the service limit state.]]></description>
      <pubDate>Thu, 25 Jul 2019 10:05:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1640620</guid>
    </item>
    <item>
      <title>Decompression Events during Transverse Seismic Response of Symmetric Three-Pier Bridges with Distributed Mass</title>
      <link>https://trid.trb.org/View/1516839</link>
      <description><![CDATA[An analytical solution is presented for the transverse seismic response of elastic symmetric bridges with deck restrained or transversely free at the abutments and rigidly connected with three piers that are elastically supported on the soil. The deck has distributed mass and mass moment of inertia. Flexure in the piers is coupled with deck torsion. The characteristic equation, symmetric transverse normal modes, modal participation factors, and participating masses are given analytically in terms of the dimensionless parameters defining the bridge layout and properties. Modal response spectrum analysis gives charts for the transverse seismic action that causes a footing to uplift from the ground, or the deck from a bearing at the abutment or at a pier top. Graphs are also given for decompression of post-tensioned decks, laterally restrained at the ends.]]></description>
      <pubDate>Mon, 22 Oct 2018 16:27:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516839</guid>
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