<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>ON STRUCTURAL INELASTIC RESPONSE AND HUMAN RESPONSE AS RELATED TO THE MAXIMUM ACCELERATION OF THE EARTHQUAKES</title>
      <link>https://trid.trb.org/View/102777</link>
      <description><![CDATA[TWO EXPERIMENTS WERE PERFORMED UTILIZING THE WORLD'S LARGEST SHAKING TABLE FACILITY. THE MOST RECENT STYLE OF PREFABRICATED UNIT HOUSE WAS SELECTED AS A VIBRATION TEST SPECIMEN IN A PILOT TEST FOR DEMONSTRATING THE CAPABILITY OF THESE FACILITIES. IN THE FIRST VIBRATION TESTS FOUR SEISMOLOGISTS FROM THE JAPAN METEOROLOGICAL AGENCY MEASURED EARTHQUAKE INTENSITIES ON THE JMA INTENSITY SCALE TO OBTAIN A SUBJECTIVE EVALUATION OF ACCELERATION VALVE. IN THE SECOND EXPERIMENT A TEST SPECIMEN WAS SEVERELY SHAKEN, WITH THE SHAKING TABLE CONTROLLED TO FOLLOW A VERY STRONG MOTION ACCELEROGRAM. THIS TEST SPECIMEN WAS FINALLY SUBJECTED TO SINUSOIDAL WAVES OF LARGE AMPLITUDE, WHICH BROUGHT THE TEST SPECIMEN TO STRUCTURAL RUPTURE. AN ANALYTICAL EVALUATION OF THE DESTRUCTIVE POWER OF EARTHQUAKE MOTIONS CONCLUDES THE PAPER. /AUTHOR/]]></description>
      <pubDate>Tue, 19 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102777</guid>
    </item>
    <item>
      <title>VIBRATIONAL CHARACTERISTICS OF A HUGE FOUNDATION STRUCTURE</title>
      <link>https://trid.trb.org/View/102778</link>
      <description><![CDATA[THE EFFECT OF FOUNDATION STRUCTURES ON THE EARTHQUAKE RESPONSES OF A LARGE-SCALE SUSPENSION BRIDGE---THE KAN-MON BRIDGE IN WESTERN JAPAN---IS DISCUSSED ON THE BASIS OF ANNUAL SURVEYS TAKEN SINCE 1968. THE BRIDGE, INCLUDING ITS EARTHQUAKE-RESISTANT DESIGN, IS DESCRIBED; ITS EARTHQUAKE RESPONSE IS ANALYZED; TOWER RESPONSES TO LONGITUDINAL WAVES ARE DESCIRIBED IN A FIGURE AND TABLE; VIBRATIONAL CHARACTERISTICS OF THE BRIDGE PIERS ARE PRESENTED; AND RELATED LITERATURE IS SURVEYED.]]></description>
      <pubDate>Tue, 19 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102778</guid>
    </item>
    <item>
      <title>REGIONAL CHARACTERISTICS OF HIGH WINDS FOR STRUCTURAL DESIGN</title>
      <link>https://trid.trb.org/View/102779</link>
      <description><![CDATA[TO OBTAIN DESIGN WIND VELOCITY, THE ESTIMATED VALUE OF THE MAXIMUM PEAK GUST, IT IS NECESSARY TO UNDERSTAND FULLY THE TOPOGRAPHIC AND REGIONAL CHARACTERISTICS OF GUST. IN JAPAN, HOWEVER, THE OBSERVATION PERIOD IS TOO SHORT TO ESTIMATE THE PEAK GUST. GIVEN THIS CIRCUMSTANCE, A METHOD IS DESCRIBED BY WHICH EXPECTED EXTREME WIND SPEED, CORRESPONDING TO THE RETURN PERIOD AT AN OPTIONAL PLACE, IS OBTAINED FROM DATA ON TOPOGRAPHY AND MEAN 10-MIN WIND VELOCITY. SEVEN CHARACTERISTICS OF THE REGIONAL DISTRIBUTION OF THE GUST FACTOR ARE EXPLAINED. /AUTHOR/]]></description>
      <pubDate>Tue, 19 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102779</guid>
    </item>
    <item>
      <title>WIND INDUCED OSCILLATION OF BRIDGE MEMBERS</title>
      <link>https://trid.trb.org/View/102780</link>
      <description><![CDATA[BRIDGE MEMBERS THAT ARE SUSCEPTIBLE TO WIND-INDUCED OSCILLATION MAY EXPERIENCE SEVERE DAMAGE TO THEIR CONNECTIONS. IN THIS REPORT TWO TYPICAL EXAMPLES OF WIND DAMAGE TO BRIDGES, THE ONE WITH INCLINED PIPE HANGERS AND THE OTHER WITH H-SHAPED VERTICAL HANGERS, ARE ILLUSTRATED. STATISTICS GATHERED FROM INVESTIGATION OF 141 ARCH BRIDGES WITH LONGITUDINAL STIFFENING WHICH WAS UNDERTAKEN ON A NATIONWIDE SCALE BY THE MINISTRY OF CONSTRUCTION ARE ALSO INTRODUCED. WIND TUNNEL TEST RESULTS ON THREE MODELS WITH H-CROSS SECTIONS ARE REPORTED (AEROSTATIC AND NONSTEADY AERODYNAMIC FORCES, STROUHAL NUMBER, AND AEROELASTIC STABILITY). IT IS POINTED OUT THAT A STRUCTURE OF H-SECTION SHOWS SELF-EXCITED OSCILLATION AS WELL AS FORCED OSCILLATION BY VORTEX EXCITATION. IT IS ALSO INDICATED THAT SUBHARMONIC OSCILLATION MAY OCCUR IN STRUCTURE OF H-SECTION. /AUTHOR/]]></description>
      <pubDate>Tue, 19 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102780</guid>
    </item>
    <item>
      <title>RESULTS OF WIND TUNNEL MODEL TESTS AND FIELD OBSERVATIONS OF WIND EFFECTS ON THE ONOMICHI BRIDGE</title>
      <link>https://trid.trb.org/View/102781</link>
      <description><![CDATA[THE ONOMICHI BRIDGE, WHICH IS LOCATED IN THE SETO-INLAND SEA AND SPANS A SOUND OF ABOUT 200 METERS, IS A CABLE-STAYED CONTINUOUS-GIRDER BRIDGE OF 215-METER CENTER SPAN AND 85-METER TWO SIDE SPANS. THE CONTINUOUS BRIDGE GIRDER CONSISTS OF TWO PLATE GIRDERS 3.2 METERS HIGH AND STEEL PLATE DECK 10.4 METERS WIDE. EARLIER MODEL TESTS WERE CARRIED OUT ON SECTION MODELS OF 1/25.6 SCALE SUSPENDED BY COIL SPRINGS WHICH ALLOWED VERTICAL AND/OR PITCHING MOTION BY WHICH THE AERODYNAMIC INSTABILITY OF THE BRIDGE IN THE OVERALL RANGE OF WIND VELOCITY COULD BE STUDIED. THE TESTS REPORTED HERE WERE DIRECTED TO THE CAUSE OF RESTRICTED VIBRATION FOUND BOTH IN THE EARLIER TESTS AND IN OBSERVATION OF THE BRIDGE. A SECTION MODEL OF 1/365 SCALE WAS AT FIRST SUSPENDED BY COIL SPRINGS AND THEN SET IN AN INSTALLATION THAT MEASURED THE UNSTEADY AERODYNAMIC FORCES ACTING ON THE MODEL. THE RESTRICTED VIBRATION FOUND IN THE MODEL TEST HAS BEEN CONFIRMED BY THE OBSERVATION OF THE COMPLETED BRIDGE, BUT THE VIBRATORY AMPLITUDE AND THE RANGE OF WIND VELOCITY OBTAINED BY THE TEST DIFFERED FROM THOSE OBSERVED ON THE PROTOTYPE. IT IS CONCLUDED THAT THE RESTRICTED VIBRATION WILL CAUSE NO TROUBLE TO THE TRAFFIC.]]></description>
      <pubDate>Tue, 19 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102781</guid>
    </item>
    <item>
      <title>DEMOUNTABLE PRECAST CONCRETE BRIDGE</title>
      <link>https://trid.trb.org/View/102773</link>
      <description><![CDATA[DEMOUNTABLE BRIDGES ARE BECOMING INCREASINGLY IMPORTANT FOR THE IMMEDIATE RELIEF OF HEAVY TRAFFIC CONGESTION BEFORE LONG-TERM ROAD SCHEMES HAVE BEEN RESOLVED. BUT THE VIABILITY OF THESE STRUCTURES DEPENDS ON THE EASE WITH WHICH COMPONENTS CAN BE REUSED ON A DIFFERENT SITE. THE SYSTEM MUST OFFER AN OPTIMUM RANGE OF SPAN VARIATIONS USING A MINIMUM NUMBER OF COMPONENT TYPES. THE BRUDERMUHL BRIDGE IN MUNICH (W. GERMANY), RECENTLY ERECTED TO EASE CONGESTION IN CONNECTION WITH THE OLYMPIC GAMES, IS OF PARTICULAR INTEREST BECAUSE ITS PRECAST CONCRETE STRUCTURE CAN BE DEMOUNTED FOR REUSE ON A DIFFERENT SITE. THE 190-METER-LONG STRUCTURE WAS BUILT IN ONLY EIGHT WORKING DAYS BY USING THE DYWIDAG METHOD OF PRECAST CONCRETE CONSTRUCTION. THE SYSTEM USES TRANSVERSE PRESTRESSING TO ACHIEVE A POSITIVE CONNECTION BETWEEN THE PRECAST BEAMS WITHOUT THE NEED FOR IN SITU CONCRETE WORK. BRIDGE CHARACTERISTICS AND THE ASSEMBLY OF SUPERSTRUCTURE COMPONENTS ARE DESCRIBED.]]></description>
      <pubDate>Tue, 15 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102773</guid>
    </item>
    <item>
      <title>TOLERANCES FOR CONCRETE COMPONENTS</title>
      <link>https://trid.trb.org/View/102774</link>
      <description><![CDATA[ONE OF THE SUBJECTS CURRENTLY ON THE AGENDA FOR MEETINGS OF THE FIP COMMISSIONS ON PREFABRICATION IS THE STUDY OF TOLERANCES IN THE MAIN DIMENSIONS OF CONCRETE COMPONENTS. REPORTS HAVE BEEN MADE AVAILABLE FROM SWEDEN, POLAND, DENMARK, ROMANIA, EAST GERMANY, AND YUGOSLAVIA. IN ADDITION, A COMMITTEE ESTABLISHED TO LOOK INTO THE MATTER HAS CLASSIFIED TOLERANCES FOR THE MORE COMMON TYPES OF CONCRETE COMPONENTS: NORMAL STANDARD COMPONENTS FOR HIGH-RISE CONSTRUCTION, NONSTANDARD COMPONENTS FOR HIGH-RISE CONSTRUCTION, PRESTRESSED COMPONENTS OF LARGE DIMENSIONS, AND NONPRESTRESSED COMPONENTS OF LARGE DIMENSIONS. THESE ARE PRESENTED IN A TABLE AND A FIGURE.]]></description>
      <pubDate>Tue, 15 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102774</guid>
    </item>
    <item>
      <title>STUDIES ON EARTHQUAKE-RESISTANT DESIGNS OF BRIDGES (PART II)</title>
      <link>https://trid.trb.org/View/102776</link>
      <description><![CDATA[IN THE PRESENT WORK, FRAGMENTARY PAPERS ARE CONSOLIDATED INTO ONE THESIS. A PROPOSAL IS PUT FORWARD IN CONNECTION WITH THE DESIGN SEISMIC COEFFICIENTS TAKING ACCOUNT OF DYNAMIC RESPONSES APPLICABLE TO LONG-SPAN DEEP-FOUNDATION THREE-SPAN SUSPENSION BRIDGES. THIS PROPOSAL MEANS THAT NON- LINEARITY CAN ALSO BE TAKEN INTO ACCOUNT IN RESTORING FORCE WHEN THE DESIGN SEISMIC COEFFICIENTS APPLICABLE TO CAISSON FOUNDATIONS ARE CONSIDERED. THE COMPUTATION METHOD USED IN A PAPER ENTITLED "MODIFIED SEISMIC COEFFICIENTS TAKING ACCOUNT OF DYNAMIC RESPONSES" MAY BE UTILIZED AS A REASONABLE COMPUTATION METHOD OF DESIGN SEISMIC COEFFICIENTS FOR A WIDE VARIETY OF GENERAL STRUCTURES. /AUTHOR/]]></description>
      <pubDate>Mon, 07 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102776</guid>
    </item>
  </channel>
</rss>