<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7VW5kdWxhdGlvbiZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O1VuZHVsYXRpb24mcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    </image>
    <item>
      <title>RELATIONSHIPS BETWEEN VARIOUS CLASSES OF ROAD SURFACE ROUGHNESS AND RATINGS OF RIDING QUALITY (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/52809</link>
      <description><![CDATA[This paper discusses the development and application of a set of riding quality indexes that characterize the road roughness with different ranges of wavelengths.  The indexes are based on the relationship between road surface profile data and rating made by a panel of riding quality and were derived through regression analysis.  In the study the roughness was catagorized on the basis of wavelength through digital filtering; four bands spanning the range of 1.219 to 30.48m in wavelength were included.  For each band characterizing measures of both the most severe roughness and the average roughness of each road section were computed.  The waves in both wheel paths were analyzed along with the surface profile undulations of one wheel-path to the other; the latter causes a vehicle rolling effect.  A set of SI (serviceability index) modes was developed that can be used to transform the roughness measures corresponding to each wavelength band into a measure of riding quality that is directly related to the PSR.  This was achieved by regressing PSR on the roughness terms for each individual band.  Separate models were developed for asphalt concrete and portland cement concrete pavements.  In addition to the roughness measures, the models also contain a dummy variable to account for any possible visual or auditory differences between types of pavements that may not be explained in terms of roughness.  Stepwise regression was used to develop the regression models and SI models were applied to test cases just before and just after hot mix overlay was performed.]]></description>
      <pubDate>Tue, 15 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52809</guid>
    </item>
    <item>
      <title>FILLING OF PIPELINES WITH UNDULATING ELEVATION PROFILES. DISCUSSIONS AND CLOSURE</title>
      <link>https://trid.trb.org/View/474916</link>
      <description><![CDATA[Two discussions of a paper with the aforementioned title by C.P. Liou and W.A. Hunt, published in this journal (Volume 122, Number 10, October 1996), are presented.  In the first discussion, the first two discussers offer an alternative formulation of the rigid water-column equations for future improvement of the model, maintaining that the pipeline filling operation can be more efficiently modeled by decoupling the momentum equation from the pressure head at the pipe segment junctions.  The remaining discussers address filling pipes initially with air trapped between blocking water columns.  The discussions are followed by closure from the authors.]]></description>
      <pubDate>Sun, 28 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474916</guid>
    </item>
    <item>
      <title>NEIGHBORHOOD TRAFFIC MANAGEMENT SURVEY</title>
      <link>https://trid.trb.org/View/575263</link>
      <description><![CDATA[This paper describes membership surveys conducted to provide more current technical information to the Institute of Transportation Engineers (ITE) membership.  Surveys were distributed to over 800 members of the Traffic Engineering Council.  The results of the Neighborhood Traffic Management Survey are reviewed.  Findings indicate that western states clearly make greater attempts to utilize a wide range of neighborhood traffic control measures than states east of District 6.  Undulations, humps, and bumps are the most common measures where criteria exist in communities.  Throughout North America, selective traffic enforcement is the most commonly used Neighborhood Traffic Management measure.]]></description>
      <pubDate>Thu, 17 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575263</guid>
    </item>
    <item>
      <title>FILLING OF PIPELINES WITH UNDULATING ELEVATION PROFILES</title>
      <link>https://trid.trb.org/View/470743</link>
      <description><![CDATA[The authors develop a model that describes the unsteady motion of a lengthening rigid water column filling an empty pipeline with an undulating elevation profile.  The model provides time histories of the water column's length, velocity, and pressure at various sites.  A criterion to evaluate the applicability of the model is given in terms of air intrusion at the advancing front. The early phase of filling was examined experimentally.  The model yields velocities comparable with the experimental data.  A high but short-lived peak velocity is possible when the inlet submergence is large, the entrance head loss small, and the length of water column short.  With column lengthening comes acceleration or deceleration according to the undulating profile, the inertia of the column, and the velocity history.  The model captures the interaction of the variables.  Applications of the model for evaluating the velocity history and for judging the occurrence of column separation in filling an undulating pipeline are illustrated in an example.]]></description>
      <pubDate>Sun, 02 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/470743</guid>
    </item>
    <item>
      <title>CHARACTERISTICS OF UNDULAR HYDRAULIC JUMPS: EXPERIMENTAL APPARATUS AND FLOW PATTERNS</title>
      <link>https://trid.trb.org/View/414969</link>
      <description><![CDATA[In open channel flow, the transition from rapid to tranquil flow is referred to as a hydraulic jump.  A hydraulic jump of low height is characterized by free-surface undulations downstream of the jump, and is called an undular jump.  In this paper, investigators study undular jumps in an experimental rectangular channel in which the upstream flows are fully developed turbulent shear flows.  Through visual and photographic observations, the researchers identify five types of undular jumps and describe the main flow patterns.  The presence of lateral shock waves for Froude numbers larger than 1.2 appears to be one of the main flow characteristics.  The results indicate that the disappearance of undular jump occurs for Froude numbers ranging from 1.5 to 2.9, and the wavelength and amplitude of free-surface undulations are functions of the upstream Froude number and the aspect ratio of critical depth/channel width.  Undular hydraulic jumps can occur aft of ships traveling in canals and shallow waters, coinciding with a rapid increase in ship resistance in these shallow waterways.]]></description>
      <pubDate>Tue, 14 Feb 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414969</guid>
    </item>
    <item>
      <title>INFLUENCE OF HORIZONTAL STRESSES ON GILGAI LANDFORMS. TECHNICAL NOTE</title>
      <link>https://trid.trb.org/View/409507</link>
      <description><![CDATA["Normal gilgai" is a term used for landforms with a sine-wave symmetry of mounds and depressions.  Gilgai landforms occur in expansive clays and probably cause undulations in pavements.  The presence of naturally occurring horizontal stresses in overconsolidated expansive clays is likely to be the cause of these extreme movements, which alter the normal vertical stresses in a prebuckling mode and produce a differential vertical rebound.  The behavior of gilgai and their associated shear fractures support this theory.]]></description>
      <pubDate>Sat, 10 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409507</guid>
    </item>
    <item>
      <title>ASSOCIATIONS OF DISTRESS AND DIAGNOSIS OF BITUMEN-SURFACED ROAD PAVEMENTS</title>
      <link>https://trid.trb.org/View/359014</link>
      <description><![CDATA[As a contribution to the implementation of a high-quality and cost-effective road maintenance management system, a catalog of pavement distress and defects was prepared for the low-volume bitumen-surfaced rural roads of Madagascar. The catalog comprises the description, definition, and methods of measuring and rating the different types of distress and defects found in the rural road network as well as checklists of possible causes and guidelines for remedial works.  It also comprises a discussion of associations of distress types and their interpretation as clues for proper diagnosis of the actual causes of distress.  Not all types of individual distress inventoried in the catalog and discussed in the literature are listed or described.  The purpose is to illustrate associations of distress types currently found in low-volume road pavements of Madagascar and other tropical countries and show how identification of certain combinations of distress types can be used for proper pavement maintenance and management.  The following associations of distress types can provide clues to diagnosis of distress causes and remedies:  raveling and cracking; wide ruts and alligator cracking; longitudinal cracks and settlements along the lower shoulders; crack-bounded settlements; and the association of longitudinal cracks, differential settlements, and undulations.  Other associations of distress discussed are bird bath and alligator cracking, eroded-shoulder and longitudinal edge cracking, narrow rut and longitudinal heaving, block cracking of cement bound bases, crescent-shaped cracks and peeling, longitudinal cracks and settlements, and local shearing, as well as corrugations and undulations.  Cracked blisters are also discussed.]]></description>
      <pubDate>Sat, 31 Aug 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/359014</guid>
    </item>
    <item>
      <title>MAXIMIZED UTILITY OF THE GLOBAL POSITIONING SYSTEM</title>
      <link>https://trid.trb.org/View/350018</link>
      <description><![CDATA[This report describes a project begun in January 1989 and completed December 1990, with the primary objective of obtaining sufficiently accurate horizontal and vertical control by using Global Positioning System (GPS) for highway applications. The ISU research group studied the operations of the Ashtech GPS receiver in static, pseudo-static, kinematic, and pseudo-kinematic modes. By using the Electronic Distance Measuring Instrument (EDMI) Calibration Baseline at ISU, the GPS receiver was tested for distance measurement accuracy. It was found that GPS measurements differed from the baseline distance by about 5.3 mm. Four projects were undertaken to further evaluate and improve the horizontal as well as the vertical accuracies of the GPS receiver -- (1) The Campus Project: with all points concentrated within a one-mile radius; (2) The Des Moines Project: a typical DOT project with all the points within a five-mile radius; (3) The Iowa Project: with all points within a 100-mile radius in the state of Iowa; and (4) The Mustang Project: an extension of the Iowa project, including a typical DOT project of about 10 miles within the inner 30 mile radius of the Iowa project.]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/350018</guid>
    </item>
    <item>
      <title>A FURTHER NOTE ON UNDULATION AS A SPEED CONTROL DEVICE</title>
      <link>https://trid.trb.org/View/288411</link>
      <description><![CDATA[Conventional speed bumps have sometimes been used as a passive means of controlling speed, but there are problems associated with them, such as damaging the suspension and front-end alignment of crossing vehicles and causing loss of control for drivers of two-wheeled vehicles under certain circumstances. The U.K. Transport and Road Research Laboratory (TRRL) developed a new speed control device known as an undulation (or speed hump) that eliminates many of the deficiencies associated with conventional speed bumps. This new design has been gaining acceptance in the United States; it has been installed in a number of cities and the results so far have been favorable. The results of a research study to evaluate the effectiveness of the undulation as a speed control device are reported. The study consisted of three parts: a speed study, an instrumented-vehicle study, and a questionnaire survey. The study results indicated that the undulation design is an effective speed control device and is more desirable and acceptable than the conventional speed bump. The study results also suggested that the level of speed control can be varied by adjusting the height of the undulation for use with various speed limits.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288411</guid>
    </item>
    <item>
      <title>THE SHEAR STRENGTH OF SOILS CONTAINING UNDULATING SHEAR ZONES--A NUMERICAL STUDY</title>
      <link>https://trid.trb.org/View/289465</link>
      <description><![CDATA[This paper investigates the behaviour of a clay layer containing an undulating shear surface, when sheared across the undulations.  A relatively long soil block containing an undulating weak zone of finite thickness is assumed.  A finite element study is undertaken, examining the effect of the thickness and the amplitude of the weak zone on the overall strength and deformation of the block.  Also examined is the behaviour of the block when either only the weak zone or both the weak zone and the intact soil are strain softening.]]></description>
      <pubDate>Mon, 31 Oct 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/289465</guid>
    </item>
    <item>
      <title>FITTING INJURY VERSUS EXPOSURE DATA INTO A RISK FUNCTION</title>
      <link>https://trid.trb.org/View/211371</link>
      <description><![CDATA[A problem in safety research is how injury data from accidents, and damage data from laboratory experiments, should be concisely reduced into a single descriptive formula.  The uncertainty that comes from variability of a statistical nature in biological subjects and in the physical course of events producing injuries and damages is well known.  A less known source of uncertainty in the violence and loading data is that they most often are censored, that is, biased, the sign of the bias being known, but not its magnitude.  The purpose of this report is to describe what censoring is and how censored data can be effectively analyzed.  It is shown that the maximum likelihood method can be used for the fitting of a Weibull cumulative risk function to censored biomechanical data.  It is found that the method is easily handled with the aid of available computer programmes.  The three parameter Weibull distribution provides a result that gives a better representation of censored data than earlier methods used in biomechanics.  Several of a selection of data sets have shown a marked right skewness, which speaks against the usual application of the normal distribution.  For the covering abstract of the conference see TRIS 393117.  (TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211371</guid>
    </item>
    <item>
      <title>MEASUREMENT OF ROAD SURFACES USING A LASER- BASED DISTANCE MEASURING INSTRUMENT</title>
      <link>https://trid.trb.org/View/211587</link>
      <description><![CDATA[This paper describes an instrument capable of carrying out detailed measurement of road surface features such as road rutting, undulations and macro texture.  The physical basis of the measurement is the determination of the time delay between a pulse of light emitted by a laser and that reflected onto a photodetector by the road surface.  The transmitter is a modulated semiconductor laser which emits an infrared beam whilst the detector is a silicon photodiode.  The measurement system can automatically compensate for the widely varying reflectivities of a road surface and is capable of rapid measurement in real time. The reflective properties of various road surfaces were measured and the results of these studies are given. Arising from these studies, typical resolution accuracies have been determined.  The instrument could also find application in the dynamic measurement of axle height above a road surface and may be useful in the measurement of deflection of the road surface due to vehicle load.  The number of the covering abstract for the conference is TRIS No. 393385. (Author/TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211587</guid>
    </item>
    <item>
      <title>COST IMPLICATIONS OF DESIGN SPEED STANDARDS</title>
      <link>https://trid.trb.org/View/168060</link>
      <description><![CDATA[A case study approach was applied to assess the cost implications of design speed standards for rural roads in undulating terrain.  The Tasmanian Department of Main Roads (DMR) provided trial designs and construction cost estimates for design speeds ranging from 50 to 90 km/h in each of three test corridors through typical Tasmanian undulating terrain. The results of reported speed studies and a vehicle operating cost simulation model were used to estimate the travel times and fuel consumption for free cars and trucks travelling each of the trial alignments. While decreased travel time appeared as the major road user benefit associated with an increase in design speed, improved grading also gave a reduction in truck fuel consumption. It would appear that, in moderately difficult terrain, traffic volumes of at least 300 veh/day, and probably in excess of 1000 veh/day, are required for road user benefits to offset the additional construction costs associated with an increased design speed (a). The isbn of the microfiche version is 0 86910 146 3.  (TRRL)]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168060</guid>
    </item>
    <item>
      <title>RESPONSE OF VEHICLES TO PAVEMENT UNDULATIONS</title>
      <link>https://trid.trb.org/View/42775</link>
      <description><![CDATA[The ride response of two passenger vehicles to long configuration, large amplitude pavement undulations was simulated with a computer model. Passenger accelerations, spring deflections, tire forces, and ground clearances were estimated at speeds up to 60 m.p.h. Two pavement undulation configurations were tested: A 12-foot by 5-inch parabolic design which had been favorably reported in earlier British research and a 16-foot by 6-inch design which was an attempt to improve on the British design. The study concludes that the 16-foot by 6-inch configuration is not acceptable because the Buick station wagon would have zero ground clearance at 15 to 20 m.p.h. and the Mustang at 30 to 50 m.p.h. This would not occur at any speed for the 12 by 5-inch undulation. A trial installation, possibly of lesser amplitude, should be monitored over some length of time before pavement undulations are recommended as a widespread speed control device.]]></description>
      <pubDate>Fri, 16 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42775</guid>
    </item>
    <item>
      <title>PHOTOGEOLOGIC INTERPRETATION OF STRUCTURE IN THE AMAZON BASIN: A TEST STUDY</title>
      <link>https://trid.trb.org/View/140075</link>
      <description><![CDATA[A photogeological test study of an area of about 1100 sq. mi. in the Middle Amazon Basin revealed evidence of structure in spite of low relief and heavy forest cover. The study suggests that a thin surficial formation rests with angular unconformity on a thick northward-dipping sedimentary sequence and that undulations in the mantle formation are structural warps.  Active deformation or differential compaction of sediments over buried topographic highs are believed to have caused these warps.  Recent doming by igneous intrusion is not likely because the affected rocks are considerably younger than the last recorded episode of intrusion.  The warping has nowhere caused a reversal of dip of the lower sediments but has affected the direction and magnitude of dip.  Ironically, the rivers, which provide the easiest access to much of the interior and along which both field and geophysical surveys are run, may actually have been shunted off structure by the warping.  Restriction of exploration to available routes of access, therefore, may be self-defecting as far as structural appraisal of at least some parts of the Amazon Basin is concerned.]]></description>
      <pubDate>Wed, 29 Jan 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/140075</guid>
    </item>
  </channel>
</rss>