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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Eigenfrequency evolution in structural health monitoring: Insights from full-field measurements on the Polyfytos Lake High Bridge using a two-axle truck</title>
      <link>https://trid.trb.org/View/2708062</link>
      <description><![CDATA[Monitoring heavy vehicle passage across a bridge is complicated by their interaction, which can introduce additional frequency components in the data and in some cases, temporal eigenfrequency fluctuations that are of value in structural health monitoring. This problem is investigated here using full-field measurements from the reinforced concrete High Bridge across Lake Polyfytos with a total length of 1.372 km, which makes it the second longest bridge in Greece. The focus is on a representative, simply supported span excited by a heavy, two-axle truck during bridge closure to all other traffic. The coupled dynamics are formulated via the Euler–Lagrange equations by modeling the vehicle as a two-degree-of-freedom oscillator and the bridge as a continuous system, thereby integrating analytical modeling with field measurements in a unified framework. The truck passage is partitioned into four regimes, namely entering, traversing, departure and post-passage free vibration, which helps interpret the temporal evolution of the coupled system response with physical clarity. Field-measured and simulated deck accelerations are analyzed in the time–frequency domain using the Morlet continuous wavelet transform, which yields scalograms that track the evolution of the frequency content of the data across all four regimes. Field measurement and numerical simulation agreement is quantified using a two-dimensional Pearson correlation coefficient computed between corresponding scalograms for each regime. The present analysis framework provides a mechanistically grounded and experimentally validated baseline that may support future structural health monitoring-oriented and data-driven developments.]]></description>
      <pubDate>Tue, 15 Sep 2026 17:07:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708062</guid>
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    <item>
      <title>A two-span vehicle-bridge interaction system integrating a two-axle vehicle for vehicle scanning method</title>
      <link>https://trid.trb.org/View/2612467</link>
      <description><![CDATA[While most bridges are designed with multiple spans, limited theoretical work has focused on vehicle-bridge interaction systems involving continuous bridges, particularly those with a two-axle vehicle. This study presents the analytical solutions for a two-span continuous bridge subjected to a three-mass test vehicle, aiming to identify bridge frequencies using the vehicle scanning method. The Duhamel integral is employed to derive the vibration responses of a test vehicle in both vertical and rotational directions, while a superposition strategy is used to simplify the derivation complexity associated with a two-axle vehicle load. The analytical investigation yields the following insights into the operation of the vehicle scanning method: (1) The accuracy of bridge frequency identification can be ensured at low vehicle speeds by characterizing the bridge frequency as well as two frequency shifts. (2) The mode shapes of an equal-span bridge exhibit antisymmetry for odd modes and symmetry for even modes. (3) Both the vertical and rotational spectra of a three-mass test vehicle are analytically derived, demonstrating high fidelity of the analytical results compared to finite element results, particularly in capturing closely spaced modes. A field test is provided to further validate the analytical solutions. The present study can serve as a reference for practical engineering studies.]]></description>
      <pubDate>Fri, 19 Dec 2025 10:19:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612467</guid>
    </item>
    <item>
      <title>Constructing critical control parameters to keep vehicle away from divergent loss of stability</title>
      <link>https://trid.trb.org/View/2519239</link>
      <description><![CDATA[This paper describes a proposed methodology for the vehicle dynamics modelling and analysis of the stationary states for a two-axle road vehicle subject to a constant external lateral force and a resulting moment acting about a vertical axis passing through the mass centre of the vehicle. The classic nonlinear bicycle model is used and analyses are performed to investigate the stabilisation of straight-line motion through the automated correction of steering inputs to the front wheels. The approach taken here is based on the Pevsner-Pacejka graph-analytical method analysis of a stability set of stationary states in combination with an applicable theory of bifurcation. The disturbing lateral force is typically due to the pressure resulting from a strong side wind gust. The resolution of this force will act through the centre of pressure, taking the vehicle in side profile. The centre of pressure is unlikely to coincide with the centre of mass. This results in the additional disturbing yaw moment acting about a vertical axis through the centre of mass of the vehicle. Depending on the vehicle configuration this moment may introduce a dangerous oversteer response that most drivers would find difficult to manage.]]></description>
      <pubDate>Fri, 23 May 2025 15:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2519239</guid>
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    <item>
      <title>Field Experimental Study on Measurement and Analysis Strain on the Rigid Pavement Slab Subjected to Moving Vehicle Loads</title>
      <link>https://trid.trb.org/View/2282880</link>
      <description><![CDATA[A field experiment to measure and evaluate dynamic pavement strain was carried out on existing instrumental rigid pavement slab subjected to live truck loading. The instrumental pavement test facility is constructed at k220+300 of Tong-Three state road at the northeast of China. The facility consists of 5 concrete pavement sections containing 5 embedded concrete strain gages. A heavy 2-axle truck with known axle loads was used as a control vehicle. 5 embedded concrete strain gages are installed in different place under the pavement structures in sections S1 through S5. Full details regarding the construction and instrumentation of these sections will be described. Data from the instruments are collected and stored a high frequency data acquisition system is used to collect dynamic strain data of specific truck passes. The data will be process and analyze off-line. Factors which influence measured pavement structures dynamic strain are discussed by some experimental data. The method is given by this article may be serves as one of the alternative method for monitoring the structural performance of an existing pavement, are also collected data for forecast pavement service life, the fatigue analysis.]]></description>
      <pubDate>Tue, 17 Sep 2024 13:45:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2282880</guid>
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    <item>
      <title>Characterization of the road profile and the rotational stiffness of supports in a bridge based on axle accelerations of a crossing vehicle</title>
      <link>https://trid.trb.org/View/2239875</link>
      <description><![CDATA[In an effort to find more cost-effective and proactive ways to keep bridges in good condition, the use of instrumented vehicles has gained great interest in the last decade. Two bridge components that can wear rapidly are the bearings and the road surface. However, past research on drive-by monitoring has placed focus mostly on detecting losses of bending stiffness in the bridge deck, while assuming ideal support conditions that may differ from real cases significantly, and ignoring the characterization of the road profile. Even further, the need for specialized vehicles equipped with high-tech instrumentation, low speeds, or very good road profiles has been a major obstacle preventing its practical implementation. This paper investigates the use of axle accelerations from an ordinary two-axle vehicle crossing the bridge to quantify the rotational stiffness of the supports and the height of the road irregularities while overcoming the limitations exposed above. In contrast to previous research where the response of the contact point has been derived from other vehicular locations based on complex differential equations of motion, transfer functions are employed here. The key advantage of transfer functions is their simple algebraic form that can be easily calibrated on the field. The road profile is then obtained by subtracting the displacement of the bridge under each axle from the displacement of the contact point. There is one prediction of the road profile per axle but only a unique value of rotational stiffness at each support that will yield the same prediction by both axles. The algorithm is successfully tested with a half-car traveling at 5, 10, 15, and 20 m/s, over a 15-m bridge beam model with ISO road classes “A,” “B,” and “C,” for boundary conditions ranging from simply supported to fixed. The solution's robustness to modeling inaccuracies and noisy data is also investigated.]]></description>
      <pubDate>Fri, 06 Oct 2023 08:37:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239875</guid>
    </item>
    <item>
      <title>Bridge Damage Detection Using Vehicle Axle-Force Information</title>
      <link>https://trid.trb.org/View/1489503</link>
      <description><![CDATA[Moving Force Identification (MFI) is the process of back-calculating the applied axle force histories from bridge measurements. This paper investigates the use of an MFI algorithm to detect the presence of bridge damage by monitoring calculated vehicle applied axle forces. Bridge deflections at three points along the bridge are used as the input to the algorithm. It is found that the combination of mean calculated gross vehicle weight and mean calculated axle weight ratio for a population of similar two-axle vehicles can be combined to indicate the location and severity of damage on a bridge. The bridge is modelled as a simply supported beam and deflections at the quarter point, midpoint and three quarter point are used as the inputs to the MFI algorithm. The method is shown to work best when damage is closer to the centre of the bridge.]]></description>
      <pubDate>Thu, 30 Nov 2017 09:54:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1489503</guid>
    </item>
    <item>
      <title>Dynamic Behavior of Ribbon Floating Bridges: Analytical and Experimental Studies</title>
      <link>https://trid.trb.org/View/1242535</link>
      <description><![CDATA[Floating bridges are economical means for crossing water bodies, especially in times of emergency or war. A special type of floating bridge, a ribbon pontoon floating bridge, is designed, built, and stocked by the military and emergency management organizations to be deployed in times of need. Lightweight and quickly erected, such bridges use the buoyancy of water to support their weight and imposed traffic loads. With increasing vehicular weights and the need for fast traversing times, analytical tools capable of designing and analyzing floating bridges are necessary. This development is ideal for optimizing vehicle weights and spacing to achieve greater economic efficiency. An analytical and experimental research program designed to study the dynamic behavior of ribbon pontoon floating bridges under two-axle vehicular loading is presented. This analytical method yielded maximum bridge displacements comparable to the experimental results. In most cases, analytical results were higher than experimental results; this difference provided a level of conservatism for design. Midspan displacements were accurately predicted as the vehicle traversed the floating bridge. However, at heavier vehicle weights, the analytical model failed to predict midspan displacement accurately at axle locations beyond midspan.]]></description>
      <pubDate>Wed, 27 Mar 2013 09:40:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1242535</guid>
    </item>
    <item>
      <title>Influence of Tire Configuration on Pavement Response and Predicted Distress</title>
      <link>https://trid.trb.org/View/1242823</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) conducted controlled loading tests on the U.S. Route 23 Test Road in hot weather conditions in Ohio.  The testing was done using four tire types, in both dual and wide-base configurations that were fitted on a single unit two-axle truck, maintaining a constant gross vehicle weight.  Two pavement sections, one 8-inch and one 4-inch in thickness, were instrumented with train gage rosettes to measure strain traces induced from the passing wheel loads at three different speeds and tire inflation pressures.  Pavement temperature was monitored with depth during testing as well as wheel track offset distance from the strain sensors.  A method for consistent comparison of variable field sensor data was developed in this study and the variation in field measurements due to uncontrollable factors such as pavement temperature and offset distance is reduced with laboratory tests and pavement analysis.  The data from all rosette sensors were analyzed for one speed and inflation pressure condition.  The pavement response software 3D-Move was used to verity that measured values followed expected trends, and that these trends were consistent with other strain gage types that are used in pavement research.  The comparison of strain in various directions at different locations of pavements reveals the difference of tire configurations.  Fatigue cracking and rutting models were used to present the predicted damage brought by different tires to the experimental pavement sections.  The results indicate that pavement structural condition for asphalt concrete is more important than the effects of wide-base and dual tires.  Impacts on predicted fatigue and permanent deformation as a result of tire configuration are included, showing that pavement structure has a more influential role than tire configuration.]]></description>
      <pubDate>Fri, 15 Mar 2013 17:05:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1242823</guid>
    </item>
    <item>
      <title>Steering and Handling Testing Using Roadway Simulator Technology</title>
      <link>https://trid.trb.org/View/796058</link>
      <description><![CDATA[The U.S. Army Aberdeen Test Center opened a roadway simulator test facility in 2003 that has been used primarily for steering-and-handling and power train performance tests of two- and three-axle truck systems, but can also be used for road vibration tests.  This paper describes the basic components and operating principles of the roadway simulator and presents steady-state and transient steering-and-handling test results for 2 passenger sedans, 2 sport utility vehicles, and 2 military two-axle trucks. The ability of the roadway simulator to measure vehicle understeer gradient and peak cornering capability during skidpad tests is presented and the ability to perform transient steer maneuver tests is discussed.   Skidpad test results for the 6 tested vehicles were shown to be reasonably consistent with field tests of these same vehicles.  Although transient tests at performance levels below peak tire grip were also generally consistent with field tests, divergence was noted near peak levels of vehicle performance, probably due to differences in tire temperature from the field tests.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:27:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/796058</guid>
    </item>
    <item>
      <title>Load Testing for Bridge Rating: Route 82 Over Sprout Creek</title>
      <link>https://trid.trb.org/View/783431</link>
      <description><![CDATA[This report discusses instrumentation and load testing of Route 82 over Sprout Creek (BIN 1032290) in Dutchess County, Region 8. The bridge is a simple span steel structure made of stringers, floor beams, and two through girders. It is about 85-ft long, 30-ft wide, and has a 30-degree skew. The bridge was built in 1934 with a concrete deck that was much lighter than the current deck. Over the years, lack of proper maintenance and leakage of salt water through the deck had led to serious corrosion and section loss at various locations on the bridge steel members. Level 1 rating analysis was conducted by the Region engineers to assess integrity of the bridge and evaluate its ability to carry normal traffic. Based on this analysis and the Department’s load posting policies, the bridge was load posted at 18 tons. The motive for the load testing was to investigate whether the bridge rating could be improved and its current load posting lifted. The bridge structure was instrumented with strain gages and load tested using 4, 2-axle trucks of known weights and configurations. The testing revealed that the bridge members were much stronger in flexure than what the Level 1 analysis showed. The floor beams drew their additional strength from the composite action with the concrete deck, as the top flanges were built embedded in the deck, and the girders were stronger because of the contribution of the deep deck to their flexural strengths. Load rating analysis of the bridge was performed twice in the report, once using the test results and then assuming as-designed conditions. Rating recommendations for the bridge members were made using as-designed ratings as thresholds. The rating analysis was conducted using American Association of State Highway and Transportation Officials (AASHTO) working stress method and an H-20 rating truck.]]></description>
      <pubDate>Fri, 14 Jul 2006 15:49:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/783431</guid>
    </item>
    <item>
      <title>ROAD SIMULATOR STUDY OF HEAVY-VEHICLE WHEEL FORCES</title>
      <link>https://trid.trb.org/View/537175</link>
      <description><![CDATA[The main objective of the study was to investigate the effects of vehicle and road characteristics on dynamic forces applied by heavy vehicles on pavement.  The work conducted under this contract can be divided into three major areas:  (1) development of equipment necessary for the testing program, (2) performance of the tests, and (3) analysis of the test results.  The three main pieces of equipment used in this study were a road simulator, a two-axle truck, and a wheel force transducer.  The road simulator was not operational when the project began, and a major effort was devoted to first make the simulator operational and then to improve its performance to the level dictated by the research objectives of this study.  A new wheel force transducer was designed, fabricated, and tested.  It was demonstrated that the transducer provides a reliable and accurate tool for measuring dynamic tire forces generated by heavy trucks.  The tests involving the two-axle truck were conducted on the road simulator, on three road sites in Virginia, and on an instrumented test road section.  In addition, three tire types, including two popular dual tire types and a wide-base single tire, were tested.  The test variables in the road simulator experiments included suspension type (steel leaf spring and air bag), tire type, vehicle speed, road roughness, axle static load, and tire inflation pressure.  The air suspension generated lower dynamic loads in tests conducted on low- to medium-roughness roads at low to medium speeds.  There were no benefits from using air suspension when the vehicle was traveling at higher speeds on high roughness roads.  The differences between dynamic loads produced by the three tire types were relatively small.  Furthermore, it was found that the dynamic tire forces were strongly affected by vehicle speed and road roughness and moderately affected by axle static loads. The effects of tire inflation pressure were very small.  The results of the tests further demonstrated that the magnitude of dynamic loads is significant in comparison to static loads applied by heavy trucks to pavements.  The standard deviation of the dynamic loads was over 20% of the static loads, whereas the peak dynamic loads measured on in-service roads exceeded the static loads by more than 200%.]]></description>
      <pubDate>Tue, 06 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/537175</guid>
    </item>
    <item>
      <title>MODELS OF DYNAMIC LOAD COEFFICIENT FOR A TWO-AXLE TRUCK OBTAINED FROM ROAD SIMULATOR DATA</title>
      <link>https://trid.trb.org/View/576268</link>
      <description><![CDATA[This paper presents the results of a study of dynamic wheel loads generated by a two-axle truck with leaf spring suspension. The wheel loads were measured when the truck was tested on a four post hydraulic shaker (road simulator), using surface elevation profiles of actual road pavements as input to the shaker. The dynamic wheel load data were then used to derive regression models relating the truck wheel loads to tire inflation pressure, wheel static load, truck speed, and road roughness for three types of tires. The effect of the dynamic wheel loads on pavement damage was given only marginal attention in this study.]]></description>
      <pubDate>Thu, 21 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576268</guid>
    </item>
    <item>
      <title>DESIGN DATA ON SUSPENSION SYSTEMS OF SELECTED RAIL PASSENGER CARS</title>
      <link>https://trid.trb.org/View/478078</link>
      <description><![CDATA[This report presents the results of an effort to compile data for the U.S. fleet of railroad passenger cars, and to describe the different passenger car truck designs and design features used in the United States.  The report provides a detailed discussion of the functions of a rail passenger car truck, and how different truck designs and truck components are selected to perform the functions.  Both the two-axle truck normally applied to rail passenger cars and truck designs with additional or alternative features (such as car body tilt, articulation, and single-axle trucks) are described.  A full listing of passenger cars and truck designs in service in the United States is provided. Detailed descriptions and engineering data, to the extent available, are provided on 8 selected truck designs representative of the majority of trucks in service.  The truck data include a general description of the truck, the mass and inertias of principal truck components (wheelset, truck frame, bolster), spring stiffness and damping rates, and the car body mass, inertia, and truck to car body interface characteristics. Information is also provided on the service environment in which the truck operates, and on maintenance history.]]></description>
      <pubDate>Thu, 20 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478078</guid>
    </item>
    <item>
      <title>EFFECT OF WIDE-BASE TIRES ON ROLLOVER STABILITY</title>
      <link>https://trid.trb.org/View/451823</link>
      <description><![CDATA[One of the most cited advantages of using wide-base tires is to increase the stability relative to rollover of a truck or trailer.  The rollover thresholds of a two-axle full trailer when it is equipped with conventional dual-wheel axles and when it is equipped with wide-base tire-axle assemblies are compared, and the stability benefits of design changes to trailers enabled by the wide-base configuration are evaluated.  Because it is important in such analyses to account for the locations of the forces exerted by the pavement on the tires, it was necessary to include the effects of tire deflections in the analyses.  The results showed that the tire deflection effects reduced the rollover stabilities over those determined by a rigid tire analysis by 5 to 6%.  The increases in the rollover stabilities of trailers with wide-base tires rather than dual tires were relatively small (up to 6%).  However, if the user of wide-base tires takes advantage of the ability to spread the suspension springs and lower the center of gravity of the trailer, increases in rollover stability of 18 to 21% are possible.]]></description>
      <pubDate>Mon, 13 Nov 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/451823</guid>
    </item>
    <item>
      <title>ANALYSIS OF WHEEL/RAIL FORCE AND FLANGE FORCE DURING STEADY STATE CURVING OF RIGID TRUCKS</title>
      <link>https://trid.trb.org/View/162243</link>
      <description><![CDATA[The wheel/rail dynamics interaction project being conducted as part of this program is directed toward reduction of maintenance costs and wheel/rail noise while providing acceptable ride quality and safety. This report describes the development of a simple analysis procedure for estimating the conservative bounds for the wheel/rail forces and flange forces resulting from the curve negotiation of a rigid two-axle truck. The approximate analysis presented provides closed form relations for estimating wheel/rail forces, flange forces, truck angle of attack, and sliding conditions for this type of truck as a function of curve radius. The wheel profiles are modeled by conical wheel treads with vertical wheel flanges and flange friction effects are included.]]></description>
      <pubDate>Fri, 11 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162243</guid>
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