<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=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" 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>ENA-SAN TUNNEL PROJECT OF CHUO EXPRESSWAY</title>
      <link>https://trid.trb.org/View/100086</link>
      <description><![CDATA[A DESCRIPTION IS GIVEN OF THE 8,500M ENA-SAN TUNNEL FORMING PART OF THE CHUO EXPRESSWAY, WHICH, WHEN COMPLETED IN 1974, WILL BE THE SECOND LONGEST ROAD TUNNEL IN THE WORLD. DETAILS ARE GIVEN OF GEOLOGICAL CONDITIONS, EXCAVATION EQUIPMENT AND VENTILATION FACILITIES THAT WILL BE PROVIDED. /TRRL/]]></description>
      <pubDate>Thu, 11 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100086</guid>
    </item>
    <item>
      <title>PLANNING AND CONSTRUCTION OF THE SANYO NEW LINE FROM OKAYAMA TO HAKATA</title>
      <link>https://trid.trb.org/View/12669</link>
      <description><![CDATA[The article describes the planning, design and construction of the 398 km long Sanyo New Line, which will be operated in the spring of 1975.  It is the feature of the construction that 55% of its total length consists of tunnels and that the slab railroad tracks are adopted extensively.  The ten stations and tunnels including the New Kannon, the Aki and the Kitakyushu tunnels over 10 km long are under construction.]]></description>
      <pubDate>Sat, 18 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12669</guid>
    </item>
    <item>
      <title>A METHOD OF MEASUREMENT FOR THE CALCULATION OF THE EARTH PRESSURE APPLIED ON STEEL TUNNEL SUPPORTS /IN JAPANESE/</title>
      <link>https://trid.trb.org/View/123904</link>
      <description><![CDATA[THE COMMON METHODS OF MEASURING THE EARTH PRESSURE APPLIED ON STEEL TUNNEL SUPPORTS ARE CLASSIFIED AS THE TWO FOLLOWING: (1) THE METHOD MEASURING THE EARTH PRESSURE DIRECTLY BY EARTH PRESSURE GAUGE, LOAD ALL AND SO ON, AND (2) THE METHOD CALCULATING IT INDIRECTLY FROM THE MEASURED STRAIN GENERATED IN THE STEEL TUNNEL SUPPORT. RECENTLY THE LATTER METHOD (2) HAS COME TO BE THE MAIN ONE IN USE, BUT IT IS VERY DIFFICULT TO CALCULATE THE EARTH PRESSURE EXACTLY FROM THE STRAIN MEASURED ONLY AT THE UPPER AND LOWER FLANGES OF THE STEEL TUNNEL SUPPORT (H-STEEL), BECAUSE ONLY TWO SECTIONAL FORCES (BENDING MOMENT AND AXIAL FORCE) CAN BE CALCULATED FROM THE MEASURED STRAIN ABOVE STATED AND THIRD SECTIONAL FORCE ( SHEARING FORCE) REMAINS UNKNOWN. IN THIS PAPER IT IS PROPOSED THAT THE SHEARING FORCE CAN BE OBTAINED FROM THE MEASURED STRAIN OF A ROSSETTE GAUGE, WHICH CAN MEASURE STRAIN IN THREE DIRECTIONS, AND THE EARTH PRESSURE APPLIED ON THE STEEL TUNNEL SUPPORT CAN BE EXACTLY CALCULATED FROM THE BENDING MOMENT, THE AXIAL FORCE AND THE SHEARING FORCE BY SETTING UP THE EQUATION OF EQUILIBRIUM. THE ABOVE-MENTIONED METHOD IS NOT AFFECTED BY THE JOINT OF STEEL SUPPORT BETWEEN THE MEASURING SECTIONS. FURTHERMORE, EVEN IF A STRAIN GAUGE AT A CERTAIN PLACE GOES WRONG, IT MAY BE POSSIBLE TO ESTIMATE THE EARTH PRESSURE BY SETTING UP THE EQUATION OF EQUILIBRIUM BETWEEN THE NEXT MEASURING SECTIONS. /AUTHOR/]]></description>
      <pubDate>Tue, 09 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123904</guid>
    </item>
    <item>
      <title>FRACTURE OF STEEL BRIDGES CAUSED BY TENSILE STRESS</title>
      <link>https://trid.trb.org/View/45771</link>
      <description><![CDATA[The report summarizes the study on the examples of fracture due to tensile stress and explains the situation, causes, and characteristics of outbreak of the fracture.  It is concluded that plastic stress intensity factor is effective to analyze the brittle fracture.]]></description>
      <pubDate>Sun, 13 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45771</guid>
    </item>
    <item>
      <title>TRAFFIC DEMAND ESTIMATION MODEL BY OBSERVED ARC FLOWS REGARDING GENERATION TRIPS AS UNKNOWNS</title>
      <link>https://trid.trb.org/View/153530</link>
      <description><![CDATA[In the suggested model the demands for all kinds of traffic in the road network can be estimated by finding in every node only the volume of generated traffic corresponding to the observed volume of traffic in the road section, because the difference between the volumes of generated and concentrated traffic in a network node is equal to the difference between total traffic outflow and inflow in road sections adjoining to the node.  Flow chart of evaluation method is given and estimation accuracy for different kinds of traffic demands is discussed.]]></description>
      <pubDate>Thu, 26 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153530</guid>
    </item>
    <item>
      <title>STUDY ON LATERAL BUCKLING STRENGTH AND DESIGN AID FOR HORIZONTALLY CURVED I-GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/211515</link>
      <description><![CDATA[This paper deals with the lateral buckling strength and corresponding rational design method of the horizontally curved I-girder bridges.  Through the experimental studies on multiple curved I-girder models, it is shown that overall lateral buckling is not so important a phenomenon and that local buckling of main girder between the supported portions by floor beams or sway and lateral bracings should be taken into account for designing the curved I-girder bridges. Accordingly, the local buckling tests of twenty seven model girders were carried out under the loading conditions of approximately pure bending.  The results were used to estimate the buckling strength of curved I-girder.  Also the analytical method to evaluate the lateral buckling strength of curved I-girders was discussed.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211515</guid>
    </item>
    <item>
      <title>ULTIMATE STRENGTH FORMULA FOR CENTRAL-ARCH-GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/211514</link>
      <description><![CDATA[Extending the slenderness parameter concept, it is shown that the ultimate strength of central-arch-girder bridges subjected to in-plane distributed loads can be predicted by column strength formulas.  The proposed formulas are shown to be sufficiently accurate for preliminary design purposes.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211514</guid>
    </item>
    <item>
      <title>APPLICABILITY OF TRIP DISTRIBUTION MODELS</title>
      <link>https://trid.trb.org/View/211516</link>
      <description><![CDATA[In this report, five trip-distribution models were applied to journey-to-work trips by road obtained from the six person-trip survey data of five cities in order to examine the applicability of models.  The study is summarized as follows: In order to examine the reproducibility, correlation coefficients, and relative error indices were calculated.  The effects of the sample size were studied. The effects of the parameter deviation from the optimal values on the estimated trip distribution were examined in six surveys.  The effect of zoning composition was examined by applying the models to various zoning systems.]]></description>
      <pubDate>Sat, 31 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211516</guid>
    </item>
    <item>
      <title>SYSTEM DAMPING EFFECTS ON BENDING AEOLIAN OSCILLATIONS OF CABLE-STAYED GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/211058</link>
      <description><![CDATA[In recent years, the system damping effects on wind-induced response of cable-stayed girder bridges have attracted attention.  The authors previously defined a governing cause due to the so-called internal resonance, and reported that the system damping would have good effects on dynamic response to moving design live loads.  In this paper, an analysis technique of times series response of bending aeolian oscillations is proposed taking into consideration the internal resonance.  Furthermore, time series response analyses of an actual multi-cable-stayed bridge are performed from the viewpoints of dynamic safety.  Finally, the authors attempt to obtain data on the application to design for wind resistant stability.]]></description>
      <pubDate>Tue, 29 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211058</guid>
    </item>
    <item>
      <title>LOAD DISTRIBUTION BY JOINT IN PIPE BEAM ROOF</title>
      <link>https://trid.trb.org/View/211059</link>
      <description><![CDATA[Pipe beam roof is a supporting and shielding system primarily used for tunneling through under railways without interrupting railway services.  The pipe beam roof is formed by connecting the pipes over the full length with the interlocking joints after driving them horizontally below rails.  By these joints, loads are distributed to adjacent pipes, and the rigidity of this structure is fairly improved for the moving train.  In this study, theoretical investigations are made on the load distribution by joint in order to propose a design method for the structure.  The governing parameters as well as their numerical range corresponding to real structures are presented for the load distribution.  Then, within this range, the effect of these parameters are examined in detail.]]></description>
      <pubDate>Tue, 29 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211059</guid>
    </item>
    <item>
      <title>TOTAL LAGRANGIAN NONLINEAR ANALYSIS OF ELASTIC TRUSSES</title>
      <link>https://trid.trb.org/View/211057</link>
      <description><![CDATA[This paper presents a total Lagrangian nonlinear formulation of elastic trusses, in which the governing stiffness equations are described as the relations between the overall forces and positions.  With this selection of spatial positions as basic unknowns, the specification of the initial configuration becomes unnecessary and the separation of rigid body motion is automatically attained by an appropriate selection of local coordinates.  A simple two bar truss and a reticulated truss are investigated as numerical examples.  In the former, the characteristic of the present formulation and the convergence by the successive substitutions have been demonstrated.  The latter example is chosen to show the effectiveness of the present formulation and simple systematic procedure to trace the finite displacement equilibrium paths including the main path and paths after bifurcations.]]></description>
      <pubDate>Tue, 29 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211057</guid>
    </item>
    <item>
      <title>CONSTRUCTION OF THE NEW SANYO LINE FROM SHIN-OSAKA TO OKAYAMA</title>
      <link>https://trid.trb.org/View/2804</link>
      <description><![CDATA[Construction work described is under way for the 161 km railroad section between Shin-Osaka and Okayama of the New Sanyo Line, which includes 13 km of embankments, 80.1 km of elevated sections, 14 km of bridges, and 57.3 km of tunnels.  Prestressed concrete bridges are widely adopted to reduce noise.  The Rokko Tunnel (16,220 m), the longest in Japan is completed.  In Japanese with English abstract.]]></description>
      <pubDate>Tue, 11 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2804</guid>
    </item>
    <item>
      <title>SHINKANSEN RAILWAY AND LEVITATED-TRAIN RAILWAY</title>
      <link>https://trid.trb.org/View/146958</link>
      <description><![CDATA[Discussed are the problems of the Shinkansen (New Main Line) railroad system which is about 7000 km long, covers most of the territory of Japan and provides high speed for trains, more than 200 km/h.  Also given are the history of development, principles of operation and some particularities of a railway with magnetic levitation which can provide train speed as high as 500 km/h.]]></description>
      <pubDate>Wed, 15 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146958</guid>
    </item>
    <item>
      <title>BORING OF SUBMARINE TUNNEL</title>
      <link>https://trid.trb.org/View/146951</link>
      <description><![CDATA[An experimental submarine tunnel was drilled to study the problems dealt with construction of the great Seikan tunnel connecting islands Honshu and Hokkaido in Japan.  Discussed are the method of horizontal boring under the sea bottom, drilling bits and double-pipe stabilizers used for fast boring, performance of boring machines, methods of water injection and cement spraying, reverse circulation boring and other advanced technologies.]]></description>
      <pubDate>Wed, 15 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146951</guid>
    </item>
  </channel>
</rss>