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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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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <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>Concept of Reconstruction and Modernization of Railway Tracks of Route 9a – Doboj – Tuzla - Brčko Section</title>
      <link>https://trid.trb.org/View/1703436</link>
      <description><![CDATA[War developments in the mid-1990s, economic crisis and the lack of funds to reconstruct railway infrastructure and the fleet have led to the situation that railway traffic in Bosnia and Hercegovina (BiH) goes at low speeds with low efficiency and limited scope of railway services. Significant activities have been taken within SEETO (South East Europe Transport Observatory) aimed at restoration and development of the railway network in BiH. According to SEETO Comprehensive Network Development Plan 2014 a railway Route 9A: Banja Luka–Doboj–Tuzla–Brčko was defined, 224 km in total length. The paper presents the concept of reconstruction and modernization of the Route 9A railway tracks at (Srpska Kostajnica) Doboj –Tuzla - Brčko section. This section forms part of 47% of total railway track length at Route 9A and is of exceptional significance in international traffic and exchange of passengers and goods between BiH and the Republic of Croatia and the Republic of Serbia. Brčko railway station makes the railway connection with the Port of Brčko, which is the most important port at the Sava River in BiH. Also, this railway track section represents a potential alternative direction to railway tracks of Corridor X and Corridor Vc.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703436</guid>
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    <item>
      <title>Biometrics for seamless Urban Public Transportation</title>
      <link>https://trid.trb.org/View/1703435</link>
      <description><![CDATA[The era of internet and digitalisation has made everyone’s life easier but has created significant challenges. For instance, online transport ticketing or plastic cards with top-up money provision could be a convenience for many people, but the same thing is a source of difficulty and terrible experience for others. These difficulties are mainly the following: necessity of carrying the plastic card along with many other cards, possibility of loss or theft of these cards and consumption of paper and plastic. The use of developing such a ticketing solution which caters to many people but creates troubles for others is fiercely debateable. This paper will first discuss the evolution of transport ticketing modes. Next, it will discuss the currently prevalent trend for urban ticketing (such as Oyster for Greater London public transport in the UK), and challenges associated with it. Subsequently, the paper will discuss a solution, along how to deal with likely apprehensions and methodologies to overcome the same.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703435</guid>
    </item>
    <item>
      <title>Fatigue Assessment Due to Non-Standard Detailing of Orthotropic Bridge Decks</title>
      <link>https://trid.trb.org/View/1703434</link>
      <description><![CDATA[Modern norms define design guidelines for designers and contractors regarding acceptable detailing and manufacturing of bridge orthotropic deck plates. The convenience of these design guidelines is that for most deck elements, a specified detail can be accepted without additional fatigue verification. Consequently, these details were used in the design documentation of the Mainland - Čiovo Island Bridge in Trogir. But, in one of the steel workshops, during orthotropic deck manufacturing, considerable discrepancies from design detailing were noticed. These discrepancies comprise additional spacer plates placed between the rib and the deck plate to simplify the welding process, which largely influences fatigue resistance. To approve these changes and to allow for the finished orthotropic deck to be used in the bridge superstructure, additional fatigue assessment was performed. This paper shows the numerical model used for attaining stress ranges in the rib to deck welds, and the fatigue assessment according to HRN EN 1993-1-9. Ultimately, fatigue verification passed, and manufactured deck was approved. But, nevertheless the detailing used in the manufacturing process was abandoned for all further deck segments, and it is not to be recommended for use.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703434</guid>
    </item>
    <item>
      <title>The Analysis of Vibrations Induced by Pedestrian Traffic and the Application of Damping Systems on Footbridges</title>
      <link>https://trid.trb.org/View/1703433</link>
      <description><![CDATA[With the fast development of modern materials and the intention to create constructions that are more elegant and architecturally different, pedestrian bridges with slender cross sections and wider spans are build, resulting in reduced mass and stiffness in comparison to older bridges. That leads to increased vertical and horizontal vibrations and low natural frequencies under pedestrian loading which correspond with the frequencies of the human walk and create a very unpleasant occurrence known as resonance. Despite this problem being known from the 1980’s, it is a growing concern in pedestrian bridges nowadays. What is more, the current European Norm that determines the traffic load on bridges does not provide any pedestrian load models to check the serviceability limit state. The Eurocode directs engineers to the application of National Annexes from individual countries where the corresponding dynamic models should be defined. In the Croatian National Annex, such dynamic models are still missing. This paper analyses the impact of pedestrian traffic models on the dynamic behaviour of pedestrian bridges, including numerical dynamic analysis confirmed with experimental dynamic tests using the “Time history” method. Increasing the damping by modifying the structure, connections, supports and non-structural elements may be considered, but often considerable practical problems arise. To increase the damping, it is far more effective, and less expensive, to install a damping system. Damping systems increase the amount of energy that is dissipated by the structure. In this paper the performance and optimization of different damping systems will be presented. The analysis will include the application of considered and confirmed pedestrian load models on numerical systems of vibration sensitive footbridges, where the vibrations tend to be decreased using dampers. Moreover, guidelines for the practical treatment of vibration problems in pedestrian bridges using various dampers will be given.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703433</guid>
    </item>
    <item>
      <title>In-Service Performance of Road Concrete Bridges – Set up of Case Studies for Novel Pro-Active Maintenance Methodology</title>
      <link>https://trid.trb.org/View/1703432</link>
      <description><![CDATA[Condition assessment of six bridges: Maslenica Bridge, Šibenik Bridge, Adriatic Bridge, Bridge of Youth, Homeland Bridge and Žeinci Bridge are presented in the paper. The bridges are of different type, age, material and traffic demands, but their in-service performance confirms steel corrosion in concrete as main deterioration cause. Influences of age, environment, climate and construction quality on bridge durability are analysed. The presented bridges will be used as case studies for proposed novel methodology of pro-active bridge maintenance based on visual inspection complemented with the non-destructive testing and application of numerical model for service life prediction.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1703432</guid>
    </item>
    <item>
      <title>Change of Spring Constant for Springs With Corrosion</title>
      <link>https://trid.trb.org/View/1705478</link>
      <description><![CDATA[The purpose of this article is to investigate the change of the spring constant with springs subjected to corrosion. The authors have used in their investigation 12 tension coil springs. The authors have determined the spring constant using the measurement of natural frequency of spring-mass system and high accuracy measurement of the spring mass with electronic analytical balance. The authors have done processing of the springs in corrosion environment using an accelerated method for electro-chemical corrosion setting the springs under maximally identical conditions. After their processing in this corrosion environment, The authors have determined again the spring constant of the springs. The authors have presented the results in a form of a scheme. The authors have analysed the obtained results and have made conclusions about the change of the spring constant of the springs.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705478</guid>
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    <item>
      <title>Restrictions of Using Speedometer Readings for Determining Vehicle Collision Speed</title>
      <link>https://trid.trb.org/View/1705477</link>
      <description><![CDATA[Investigation or estimation of vehicle collision speed is one of the most important tasks during traffic accident analysis. The speedometer needle is sometimes stuck showing possible speed data especially at severe road accident. That is generally an additional possible indicator for speed estimation for forensic expert. The paper is aimed at accuracy and differences between real speed data and display of speedometer needle data. The possible data inaccuracy can be observed during vehicle braking or in cases of driving stability loss (vehicle skid). Results of correlations between speed registered by speedometer and actual speed have been found during lock-up of wheels through stability loss skid, during acceleration with spinning wheels, and during braking manoeuvre measurements at various friction conditions. Through aforementioned manoeuvres, significant data differences have been shown and explained in this paper.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705477</guid>
    </item>
    <item>
      <title>A Calculation of Electric Drives Requirements in a Hybrid Sweeper</title>
      <link>https://trid.trb.org/View/1705476</link>
      <description><![CDATA[The article presents electric drives calculation of the new hybrid sweeper. Due to the increasing restrictions of CO2 emission it is desirable to have zero emission sweeper operating in city centers. Outside of city centers, where regulations are not strict, there is an opportunity to start the auxiliary engine and charge the battery pack. Considering range, gradeability, maximum vehicle speed and gross vehicle weight, it is difficult to achieve the same performances as a conventional sweeper. Currently, the energy density of diesel fuel is more than 50 times higher than the energy density of batteries. An additional challenge for engineers is inadequate charging infrastructure, hence electric vehicles still need subsequent time for charging. In addition, hybrid sweeper requires more frequent charging than the average personal vehicle due to additional drives mounted on the sweeper. A special characteristic of the considered hybrid sweeper is its relatively high maximum speed and high continuous torque demand along with gross vehicle weight of 4500 kg. The article deals with appropriate utilization of the main electric drive regarding given requirements. The sweeper model is developed by considering main forces that act on the vehicle including rolling resistance, aerodynamic drag, incline force and inertia. By using vehicle model and randomly generated road grades, the simulation of sweeper has been performed. Likewise, the simulation of a centrifugal fan drive is developed. Finally, the intermittence of hydraulic drives is used to define requirements of an electrohydraulic drive.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705476</guid>
    </item>
    <item>
      <title>Operational Modal Analysis of Two Identical Single Span Road Bridges</title>
      <link>https://trid.trb.org/View/1705475</link>
      <description><![CDATA[Identification of modal parameters using response only measurements on the two identical single span road bridges is presented. The main advantage of output – only measurements is that it is not necessary to have information about excitation applied to the investigated structure. This technique is known as Operational modal analysis (OMA) as it uses ambient excitation, in this case heavy trucks passing over the bridge multiple times. Furthermore, 3D finite element numerical model of the bridge superstructure was constructed, and results were compared to the measured ones. Overview of modal parameters (natural frequencies, modal shapes and damping ratios) determined on two identical road bridges using Operational modal analysis and their comparison to the results calculated within numerical model are given. Experimentally determined modal parameters can be used for damage detection and assessment of health condition of the structure as damage, i.e. and structural deterioration causes changes in these parameters. Finally, the aim was to validate a cost effective and time saving procedure of modal parameter determination.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705475</guid>
    </item>
    <item>
      <title>Acoustic Emission for Monitoring of Strengthened RC Beam-Column Joints</title>
      <link>https://trid.trb.org/View/1705473</link>
      <description><![CDATA[Beam-column joints are the crucial zones in reinforced concrete (RC) structures as they are subjected to large forces during earthquakes and their behaviour has a significant effect on the response of the whole structure. When the shear capacity of a joint is insufficient, the structure may fail in a brittle behaviour due to large amount of shear stress concentrations in this region. Thus, strengthening of deficient RC beam-column joints is important. In most cases, the strengthening material covers the structure and it is not possible to see any damage on the surface when the joint is subjected to a force. Acoustic Emission (AE) is a useful method to detect crack development and progress in concrete non-destructively. Location of the fracture source in a material, the size and energy of the crack and the time it starts cracking can be identified by AE method. In this study, identification of fracture mechanisms of strengthened RC beam-column joints was aimed. For this purpose, the specimens were tested under cyclic loading and monitored by AE. Afterwards, obtained AE data of the specimens were analyzed and they were compared with the mechanical results.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705473</guid>
    </item>
    <item>
      <title>Field Testing of FBG Based Deformation Sensors Embedded in Concrete Bridge Structure</title>
      <link>https://trid.trb.org/View/1705471</link>
      <description><![CDATA[As far as the road network is concerned, bridge and tunnel structures are considered to be its most important and complicated elements. Bridges are completely exposed to environmental impacts; therefore, it is necessary to predict the actual structural health. The prediction can be based on monitoring of mechanical stresses which can be used to determine any resulting deterioration of load bearing structure. The main objective of bridge monitoring during construction phase is an observation of a structural behaviour in individual construction stages, particularly the actual mechanical stresses (or deformations) in critical cross sections. Based on the measured data it is possible to verify the designed parameters or to modify the design in following construction stages (load bearing structure dimensions’ adjustment, pre-stressing, loading of the bridge suspensions, etc.). After the construction completion, it is possible to observe the traffic intensity as well as deformations due to temperature changes, in addition to mechanical stress monitoring. This paper presents the initial phase of a field test dealing with the utilization of embedded fibre optic sensors (custom design) for monitoring the bridge structure. The load bearing structure of the bridge is pre-stressed continuous beam structure with three individual spans; this structure is replacing the old stone four-arch bridge, which was already in poor technical condition. The sensors are integrated directly into the load bearing elements; two different types of sensors were embedded into the concrete structure. The paper describes sensor design, installation, monitoring of the pre-stressing process and monitoring of stresses in several weeks after putting the bridge into operation. The two different types of Fibre Bragg Grating sensors were tested in laboratory conditions prior bridge installation. Testing is described and results are evaluated in the paper as well.tone four-arch bridge, which was already in poor technical condition. The sensors are integrated directly into the load bearing elements; two different types of sensors were embedded into the concrete structure. The paper describes sensor construction, installation, monitoring of the pre-stressing process and monitoring of stresses in several weeks after putting the bridge into operation. The two different types of Fibre Bragg Grating sensors were tested in laboratory conditions prior bridge installation. Testing is described and results are evaluated in the paper as well.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705471</guid>
    </item>
    <item>
      <title>Proactive Condition-Based Bridge Rehabilitation Planning Including LCA and LCC</title>
      <link>https://trid.trb.org/View/1705470</link>
      <description><![CDATA[The implementation of structural health monitoring (SHM) for management and maintenance of critical transport infrastructures, such as bridges, dams or tunnels, is a widely established approach. Even though, SHM shows various technical limitations (e.g. relating to spatial capabilities of the sensors, high cost, repeatability or interpretation of the sensor measurements to support structural assessment and prediction of the infrastructure condition states). Furthermore, linking SHM with life cycle based methodologies such as life cycle costing (LCC) or life cycle assessment (LCA) is only recently discussed. The SENSKIN EC co-funded research project aims to overcome above mentioned challenges through development of a new sensor system and its integration within a Decision Support System (DSS) for proactive condition-based structural rehabilitation planning during the bridge life cycle. The DSS will include structural assessment models (exclusively based on sensor measurements for assessing the bridge condition and damage states of the main structural and a rehabilitation planning module (RPM) that will enable end-users to assess the life cycle economic and environmental implications of bridge rehabilitation options. Hereby, a tailored submodule for integrated life cycle costing (LCC) and life cycle assessment (LCA) assists, taking into account not only direct impacts of the rehabilitation solutions but also external effects caused by restricted traffic conditions (e.g. due to ongoing construction works). Thus, the SENSKIN project will contribute to a sustainable infrastructure. The following paper will sketch out the main scientific and functional structures of the developed DSS, with focus on the RPM and its LCA/LCC submodule for bridge rehabilitation planning.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705470</guid>
    </item>
    <item>
      <title>The Optimization of Supercapacitor Module Parameters of a Stationary Energy Storage System in DC Power Supply</title>
      <link>https://trid.trb.org/View/1705468</link>
      <description><![CDATA[The paper presents a method of optimization of nominal voltage and minimum state of charge (SoC) of a supercapacitor (SC) energy storage system (ESS) module dedicated for stationary traction application in a DC electrification system. The criteria of optimization include minimization of power losses during a charge-discharge cycle on one hand and maximization useful energy capacity on the other. The power losses are minimised by limitation of peak power values of SC cells and DC/DC converter elements. The optimization procedure is based on the simulation model of the SC module and DC/DC non-insulated converter. The purpose of the simulation model is power losses evaluation. The calculations of the annual energy and cost savings are carried out for the parameters of ESS obtained as a result of an optimization procedure.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705468</guid>
    </item>
    <item>
      <title>Tram Power Supply Infrastructure Modernization for Improving Its Energy Efficiency – Polish Case</title>
      <link>https://trid.trb.org/View/1705466</link>
      <description><![CDATA[Trams as electric means of transport were brought into worldwide operation in the 19th century, and after significant reduction of the systems being used at the end of the 20th century, the 21st century witnesses their return into towns in Europe. Introduction of modern rolling stock with regenerative braking, especially into old infrastructure systems, requires significant modernization of power supply infrastructure in order to deliver energy to more powerful wagons and to use recuperated energy effectively. The process of improvement of the re-use of energy returned by braking trams is to be analysed globally, both taking into account rolling stock and power supply infrastructure. Sending regeneration energy from a braking tram to the power supply network, requires a tram taking energy (the network is receptive); otherwise braking energy will be dissipated at a braking resistor. There are certain methods for modernization of the existing power supply schemes, which could increase receptiveness of the power supply network. In case there is not enough energy storage devices (ultracapacitors or battery) on-board of vehicles or in a power supply system (in traction substations or just connected to a catenary) could be installed. It is also possible to equip traction substations with inverters to transfer energy from a DC to AC network. The paper presents a review of parameters of power supply infrastructure of trams systems in Poland and a study case of their modernization in order to fit with new requirements and improve energy efficiency. Some results of application of such solutions with presentation of their effectiveness based on simulation analysis as well as data from measurements in real systems are enclosed.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705466</guid>
    </item>
    <item>
      <title>Application of a Spectral Theory for Analysis of Impulse Stochastic Processes of Voltage and Current of Electric Rolling Stock in Traction-Regenerative Modes</title>
      <link>https://trid.trb.org/View/1705465</link>
      <description><![CDATA[The analysis of electromagnetic compatibility of electric transport systems as well as the solution of numerous problems in the electric power industry are unreliable without a spectral analysis of their traction voltages and currents, which are stochastic processes. However, the existing concepts and methods of analysis do not allow performing the evaluation of spectra of voltage and current dependencies in real time to the full extent and for all modes. In particular, they do not take into account that the traction-regenerative current is a pulse random sequence and that the voltage and current have a finite duration; therefore it is not correct to perform their integration in the range from negative to positive infinity in the Khinchin’s form for the spectral density. To determine the spectra of stochastic voltages and currents, new definitions were introduced in the paper – actual and instantaneous spectra. The spectral functions of these spectra, as functions of frequency and time, allow conducting the spectroscopic analysis of fronts and decays as well as short intervals of the voltages and currents records in transient modes. With this purpose, the analytical expressions of the amplitudes and initial phases of the k-th harmonics are obtained using the discrete Fourier Transform method. Numerical calculations of the spectral composition of random processes of voltages across current collectors and traction-regenerative currents are performed for the VL8 and DE1 electric locomotives as well as the trams with rheostatic control. Registration of necessary time dependencies of voltages and currents was carried out under the real operating conditions on the sections of Prydniprovsk railway and on the tram routes in Dnipro. For the comparative analysis, the actual and instantaneous spectra were determined as well as the spectra of total realizations and “tails” of the correlation functions of the voltages and currents.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705465</guid>
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