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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>
    <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>SUGGESTED CLASSIFICATION OF MUSKEG FOR THE ENGINEER</title>
      <link>https://trid.trb.org/View/118359</link>
      <description><![CDATA[THE TERM MUSKEG COVERS A WIDE VARIETY OF PEAT-LIKE SOIL CONDITIONS. THE AUTHOR DISCUSSES THE PROBLEMS INVOLVED IN TRYING TO CLASSIFY SUCH SOILS AND INTRODUCES THE TERM ORGANIC TERRAIN TO DESIGNATE MUSKEG, PEAT, AND MUCK DEPOSITS. A CLASSIFICATION SYSTEM IS SUGGESTED, WHICH IS BASED ON SURFACE AND SUBSURFACE CHARACTERISTICS OF THE ORGANIC TERRAIN. RELEVANT SURFACE CHARACTERISTICS INCLUDE VEGETATION, TOPOGRAPHY, AND COLOR. SUBSURFACE CHARACTERISTICS ARE DETERMINED FROM MICROSCOPIC EXAMINATIONS BY A PALAEO-BOTANIST WHO INTERPRETS THE RESULTS IN TERMS OF USE TO ENGINEERS.]]></description>
      <pubDate>Sun, 15 Aug 2004 01:53:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/118359</guid>
    </item>
    <item>
      <title>THE USE OF INFLUENCE SURFACES IN ASSESSING MOMENTS AND STRESSES IN SHORT SPAN BRIDGES SUBJECTED TO ABNORMALLY HEAVY LOADS</title>
      <link>https://trid.trb.org/View/98020</link>
      <description><![CDATA[THE ACCURATE EVALUATION OF THE EFFECT OF ABNORMALLY HEAVY VEHICLE LOADS ON COMPLEX BRIDGE STRUCTURES IS BECOMING MORE NECESSARY. IT APPEARS THAT SETS OF INFLUENCE SURFACES PREPARED FOR EXISTING STRUCTURES MAY BE OF USE TO THE BRIDGE ENGINEER IN ASSESSING SUCH LOADS. MODELS MAY PROVIDE A MEANS OF PREPARING SUCH SURFACES FOR HIGHLY COMPLEX STRUCTRUES, WHICH AT PRESENT TEND TO DEFY NUMERICAL ANALYSIS. /CGRA/]]></description>
      <pubDate>Thu, 20 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98020</guid>
    </item>
    <item>
      <title>TROIS-RIVIERES BRIDGE DESIGN AND CONSTRUCTION</title>
      <link>https://trid.trb.org/View/105304</link>
      <description><![CDATA[THE STUDIES, DESIGN, AND CONSTRUCTION OF A FOUR-LANE CANTILEVER-TIED ARCH HIGHWAY BRIDGE CROSSING THE ST. LAWRENCE RIVER NEAR TROIS-RIVIERES QUEBEC ARE DISCUSSED. THE NAVIGATION REQUIREMENTS AND GEOLOGICAL CONDITIONS WHICH DETERMINED ONE SUBSTRUCTURE (PILE AND CAISSON FOUNDATIONS) ARE OUTLINED. THE STRUCTURAL DESIGN IS OUTLINED AND SOME DETAILS GIVEN. THE ORDER OF CONSTRUCTION OPERATIONS INCLUDING THE CLOSURE ARE DESCRIBED. /CGRA/]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105304</guid>
    </item>
    <item>
      <title>THE LOUIS HIPPOLYTE LAFONTAINE BRIDGE TUNNEL COMPLEX</title>
      <link>https://trid.trb.org/View/98043</link>
      <description><![CDATA[THE TRANS-CANADA HIGHWAY CROSSING OF THE ST. LAWRENCE RIVER BETWEEN THE CITIES OF MONTREAL AND JACQUES-CARTIER IS DISCUSSED. CHOICE OF LOCATION AND LAY-OUT OF THE CROSSING COMPLEX, TUNNEL CHARACTERISTICS AND GEOMETRIC DESIGN STANDARDS, TYPICAL CROSS-SECTIONS, SHAPE, TUNNEL DIMENSIONS, CONSTRUCTION OF THE UNDERWATER ELEMENTS, DREDGING AND PLACING OF PREFABRICATED UNITS, AS WELL AS SPECIAL FEATURES OF THE TUNNEL SECTIONS ARE DISCUSSED. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98043</guid>
    </item>
    <item>
      <title>METHOD FOR EARLY PREDICTION OF CONCRETE STRENGTH</title>
      <link>https://trid.trb.org/View/95425</link>
      <description><![CDATA[AN ACCELERATED TEST TO DETERMINE THE COMPRESSIVE STRENGTH OF CONCRETE HAS BEEN MADE URGENT BY THE ADVENT OF PRESTRESSED CONCRETE. THE METHOD PROPOSED IN THIS ARTICLE REQUIRES 28 1/2 HOURS BETWEEN MOULDING AND TESTING AND PREDICTS 28 DAY STRENGTH TO AN ACCURACY OF PLUS OR MINUS 12%. THIS METHOD UTILIZES BOILING WATER AS A CURING AGENT FOR THE CYLINDERS. THE 12% ACCURACY IS CONSIDERED SUFFICIENT FOR ROUTINE QUALITY CONTROL. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95425</guid>
    </item>
    <item>
      <title>BRIDGING WITH STEEL</title>
      <link>https://trid.trb.org/View/98040</link>
      <description><![CDATA[THE RESULTS OF NEW MATERIAL DEVELOPMENTS ARE APPLIED TO BRIDGE DESIGN. THREE AREAS ARE DISCUSSED: (1) CORROSION PROTECTION, (2) FATIGUE BEHAVIOR, AND (3) NOTCH TOUGHNESS AND BRITTLE FRACTURE. THE PRINCIPLES OUTLINED ARE INCORPORATED IN A UNIQUE SERIES OF CHARTS. THESE CHARTS CATEGORIZE BRIDGES. SPECIFIC STEEL GRADES ARE THEN SUGGESTED FOR EACH TYPE OF BRIDGE. IT IS HOPED THAT THESE CHARTS WILL GREATLY ASSIST BRIDGE DESIGNERS IN THE SELECTION OF A BRIDGE STEEL. /CGRA/]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98040</guid>
    </item>
    <item>
      <title>FABRICATION OF WELDED BRIDGES</title>
      <link>https://trid.trb.org/View/98008</link>
      <description><![CDATA[THE PROBLEM OF IMPROVED DESIGN AND THE DEVELOPMENT OF NEW STEELS ARE EXAMINED. DESIGN STRESSES, STRUCTURAL DETAILS, MATERIALS, WORKMANSHIP AND INSPECTION ARE DISCUSSED. /CGRA/]]></description>
      <pubDate>Tue, 16 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98008</guid>
    </item>
    <item>
      <title>ECONOMIC EVALUATION OF ENGINEERING PROJECTS</title>
      <link>https://trid.trb.org/View/90368</link>
      <description><![CDATA[THERE IS A NEED FOR IMPROVEMENT AND STANDARDIZATION IN THE CURRENT PRACTICES IN ECONOMIC EVALUATION. IT IS SUGGESTED THAT DISCOUNTED CASH FLOW ANALYSIS, WHEN PROPERLY UNDERSTOOD AND APPLIED, IS THE MOST EFFECTIVE TOOL FOR DECISION MAKING.]]></description>
      <pubDate>Sat, 02 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90368</guid>
    </item>
    <item>
      <title>RATIONAL DESIGN OF BEAM AND SLAB HIGHWAY BRIDGES</title>
      <link>https://trid.trb.org/View/105486</link>
      <description><![CDATA[DESIGN SPECIFICATIONS FOR HIGHWAY BRIDGES ARE REVIEWED. IF THE TYPE OF STRUCTURE TO BE USED IS KNOWN, THE DESIGN PROCESS INVOLVED THE FOLLOWING DECISIONS AND PROCEDURES: (1) DETERMINATION OF LIVE LOADS, (2) DETERMINATION OF MARGIN OF SAFETY TO BE PROVIDED, (3) PROPORTIONING OF THE STRUCTURE IN LIGHT OF THE PREVIOUS DETERMINATIONS, (4) VERIFICATION OF SERVICEABILITY OF STRUCTURE, AND (5) MODIFICATION OF DESIGN IF NECESSARY TO ENSURE BOTH SERVICEABILITY AND THE REQUIRED MARGIN OF SAFETY. THE RELEVANCE OF LIMIT DESIGN NEEDS ARE REVIEWED IN PROBLEMS RELATED TO SIMPLE BEAM AND SLAB BRIDGES. IN LIMIT DESIGN, IT IS POINTED OUT THAT THE SAFETY FACTOR REPRESENTS THE TOTAL ALLOWANCE BEING MADE FOR VARIOUS CIRCUMSTANCES WHICH MAY AFFECT THE SAFETY OF THE STRUCTURE. THE PRINCIPAL FACTORS INVOLVED ARE: (1) THE POSSIBILITY OF OVERLOAD, (2) LACK OF PRECISION IN DESIGN CALCULATIONS OR LACK OF CONFIDENCE IN BASIC ASSUMPTIONS, (3) THE POSSIBILITY OF DEFICIENCIES IN MATERIALS, (4) THE POSSIBILITY OF MINOR ERRORS IN CONSTRUCTION WHICH MAY REDUCE THE STRENGTH, AND (5) THE POSSIBILITY OF FAILURE OF THE WHOLE STRUCTURE RESULTING FROM FAILURE OF ONE PART. SAFETY FACTORS ARE SUGGESTED FOR THE DESIGN OF HIGHWAY BRIDGES. THE FOLLOWING MATTERS ARE DISCUSSED WHICH MUST BE CONSIDERED IN ASSESSING THE BEHAVIOR OF A BRIDGE UNDER NORMAL WORKING LOAD CONDITIONS: (1) THE STRESS RANGE IN CONCRETE AND REINFORCEMENT MUST BE SUCH THAT FATIGUE FAILURES WILL NOT OCCUR, (2) THE WIDTH OF CRACKS SHOULD BE SUFFICIENTLY SMALL SO THAT DETERIORATION OF CONCRETE AND OF REINFORCEMENT WILL NOT OCCUR, (3) THE BRIDGE MUST NOT VIBRATE IN SUCH A WAY AS TO CAUSE DISQUIET, AND (4) DEFLECTIONS FROM BOTH LIVE AND DEAD LOAD SHOULD NOT BE NOTICEABLE. NO DEFLECTION LIMITS ARE REQUIRED IN MODERN CONCRETE BRIDGE SPECIFICATIONS. IT IS NOTED THAT LIMIT DESIGN CRITERIA APPLIES ONLY WHEN SUFFICIENT ROTATION AT HINGES AND YIELD LINES CAN TAKE PLACE.]]></description>
      <pubDate>Fri, 18 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105486</guid>
    </item>
    <item>
      <title>STUDY OF CHECKING AND DELAMINATION IN GLULAM BRIDGE MEMBERS</title>
      <link>https://trid.trb.org/View/98007</link>
      <description><![CDATA[THE EXTENT, CAUSE AND EFFECT OF DELAMINATION IN GLUED LAMINATED TIMBER BRIDGE MEMBERS WAS STUDIED.  THE PAPER PRESENTS THE RESULTS OF A FIELD SURVEY OF 57 BRIDGES WITH GLUED LAMINATED TIMBER LOCATED IN THE PROVINCES OF ONTARIO, MANITOBA, SASKATCHEWAN, ALBERTA AND BRITISH COLUMBIA AND IN THE STATES OF WASHINGTON, OREGON, IDAHO, MONTANA AND MINNESOTA.  THE  INSPECTIONS INDICATED THAT VERY LITTLE DELAMINATION OCCURS IN PROPERLY TREATED GLULAM BRIDGE MEMBERS AND THAT, WITH ONE EXCEPTION, WHERE DELAMINATION DOES EXIST, IT IS NOT SERIOUS. THE PAPER ALSO CONCLUDES THAT THERE IS SOME EVIDENCE THAT THE MOST EFFECTIVE PRESERVATIVE FOR STRUCTURAL TIMBER IS 100 PERCENT CREOSOTE WITH A RETENTION OF 8 POUNDS PER CUBIC FOOT. /CGRA/]]></description>
      <pubDate>Wed, 16 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98007</guid>
    </item>
    <item>
      <title>THE TURBO TRAIN</title>
      <link>https://trid.trb.org/View/130617</link>
      <description><![CDATA[THE TURBO-TRAIN REPRESENTS A SYSTEMS DESIGN APPROACH TO THE PROBLEM OF PROVIDING MODERN, ECONOMICAL RAIL PASSENGER CARRYING VEHICLES. THE END RESULT OF THIS DESIGN AND APPROACH IS A SELF PROPELLED TRAIN WHICH HAS NO SEPARATE LOCOMOTIVE. THIS ARTICLE DESCRIBES IN DETAIL THE TURBO-TRAIN ITS PROPULSION SYSTEM, TORQUE CHARACTERISTICS, FUEL CONSUMPTION, DRIVE SYSTEM, STRUCTURE, SUSPENSION SYSTEM, ETC. IT IS EXPECTED THAT THE FEATURES OF LIGHT WEIGHT-HIGH PERFORMANCE, COMFORTABLE RIDE, REVERSIBLE OPERATION CONTAINERIZED CATERING AND EASE OF MAINTENANCE WILL RESULT IN A WELL PATRONIZED AND PROFITABLE PASSENGER TRAIN SERVICE. /CGRA/]]></description>
      <pubDate>Thu, 24 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130617</guid>
    </item>
    <item>
      <title>VIBRATION MEASUREMENTS ON A MODERN STEEL BRIDGE</title>
      <link>https://trid.trb.org/View/98036</link>
      <description><![CDATA[VIBRATION MEASUREMENTS MADE IN AUGUST 1965 ON A NEWLY COMPLETED BRIDGE ARE DESCRIBED. THIS BRIDGE IS OF STEEL GIRDER CONSTRUCTION WITH FIVE SPANS AND A TOTAL LENGTH OF APPROXIMATELY 2000 FEET. THE CENTRAL SPAN IS 521 FEET. MEASUREMENTS WERE MADE AT FIVE LOCATIONS NEAR THE CENTER OF THE BRIDGE ON THE CONCRETE DECK BEFORE AND AFTER THE 1 1/2 INCH THICK ASPHALTIC SURFACE WAS PLACED. LOADINGS WERE PRODUCED BY PNEUMATIC TIRED TRUCKS OF VARIOUS WEIGHT TRAVELLING AT DIFFERENT SPEEDS. THE RESULTS INDICATED THAT THE BRIDGE WAS LIGHTLY DAMPED AND ACTED AS IF THE SEPARATE SPANS WERE FIXED AT THE SUPPORTS. THE CLOSE AGREEMENT BETWEEN THE MEASURED FREQUENCIES OF VIBRATION AND THOSE OBTAINED FROM A SIMPLE THEORETICAL MODEL INDICATE THAT THIS TWO-FOLD APPROACH TO A STUDY OF THE DYNAMIC RESPONSE CHARACTERISTICS OF MODERN BRIDGES COULD BE A FRUITFUL FIELD OF RESEARCH. /CGRA/]]></description>
      <pubDate>Sun, 30 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98036</guid>
    </item>
    <item>
      <title>HYDRODYNAMIC TIRE BALANCING SHOWS PROMISE</title>
      <link>https://trid.trb.org/View/194332</link>
      <description><![CDATA[Traditionally, tires have been balanced with lead weights attached to the hub of the wheel, but now there is a new method being proposed and that is the introduction of fluid to the inside of the tire which, it is claimed, will dynamically balance the tire. Practical and simulated tests have shown that fluid tire balances can beneficially affect the balance of the tire. This article presents a mathematical model for such balancing.]]></description>
      <pubDate>Thu, 30 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194332</guid>
    </item>
    <item>
      <title>SYSTEMS APPROACH TO THE DEVELOPMENT OF AN INTERMEDIATE CAPACITY TRANSIT SYSTEM</title>
      <link>https://trid.trb.org/View/85950</link>
      <description><![CDATA[New urban land use goals have led to a requirement for intermediate capacity transit in large and medium-sized cities.  Existing modes of transit do not economically meet this requirement and so the Urban Transportation Development Corporation (UTDC), together with its development contractor Canadair Services Ltd., has embarked on a program to develop a commercially viable intermediate Capacity Transit System (ICTS).]]></description>
      <pubDate>Wed, 26 May 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85950</guid>
    </item>
    <item>
      <title>TORONTO TO MONTREAL: 90 MINUTES BY MAGLEV</title>
      <link>https://trid.trb.org/View/85952</link>
      <description><![CDATA[The Canadian Maglev Group, an interdisciplinary team of engineers from Queen's University, McGill University and the University of Toronto, have proposed and examined the technical feasibility of a lightweight magnetically levitated vehicle for high speed inter-urban transit.  With a capacity of 100 passengers and a cruising speed of up to 480 km/h (300 mph), the system could provide ground transportation between Toronto and Montreal city centres, with an intermediate stop in Ottawa, in about 90 minutes. The system uses non-contact magnetic suspension and propulsion and does not require high speed wayside power collection.  Since it is all electric there is minimal local pollution and only aerodynamic noise is generated.]]></description>
      <pubDate>Wed, 26 May 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85952</guid>
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