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    <title>Transport Research International Documentation (TRID)</title>
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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Timber pile-supported embankments : arching and reinforcement</title>
      <link>https://trid.trb.org/View/2344729</link>
      <description><![CDATA[Reduced climate impact is a worldwide strive today. The foundation engineering industry is continuously searching for more sustainable solutions to reduce resource usage and pollutions directly or indirectly. One such solution is timber piling, as an alternative to the commonly used concrete and steel piles. Geosynthetic-reinforced pile-supported embankment (GRPSE) is a common foundation method for settlement reduction of both roads and railways on soft subsoil. Pile-supported embankments rely on arch formation within the embankment material, which transfers the traffic and embankment load onto the piles. Reinforcing of the embankment with geosynthetics further increases this load transfer, whilst also stabilising the formed arches. Substituting concrete and steel piles with timber piles allows for a GRPSE solution with lower carbon footprint, especially if the timber piles are untreated and the (concrete) pile caps are excluded. The lower strength of timber piles and exclusion of pile caps require narrower pile spacing and/or more extensive geosynthetic reinforcement to maintain a stable arch formation in the embankment. Unstable arches can cause unwanted differential settlements in the upper structure of the embankment. Although timber piling is being practiced in countries like United States, Canada, Australia, and the Netherlands, only Sweden has a dedicated code for GRPSE using untreated timber piles. However, the Swedish code is deliberately conservative with narrow required pile spacing and two layers of GR. The aim of the thesis is to improve the resource efficiency and sustainability of geosynthetic-reinforced timber pile-supported embankments, by optimizing the required number of piles and amount of geosynthetic reinforcement (GR) based on the Swedish code.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:24:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344729</guid>
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    <item>
      <title>Westconnex St Peters Interchange integral cut and cover structure design</title>
      <link>https://trid.trb.org/View/2306880</link>
      <description><![CDATA[The Westconnex M4-M5 Link Tunnels project links the southwestern M5 to Western M4, passing through St Peters Interchange, the most complex interchange in Sydney to date. Included in the works at that interchange is a motorway operations facility consisting of a ventilation building, electrical substation and other services contributing to the seamless operation of the motorway. The ventilation building is situated above the tunnel entry and exit portals and is supported by the St Peters Interchange Ventilation Building Cut and Cover structure. This paper covers the complexities in design and construction of the cut and cover structure. The structure is unique, utilising Super-T girders that are fully integral with the substructure across multiple spans. The constraints resulted in the decision to utilise a fully integral connection between superstructure and substructure. This allowed many benefits to the design, construction, and future maintenance of the structure. The continuity of the structure enabled the design of the Super-T girders and piles to be optimised and removed the requirement for bearing inspection and replacement. This is noted as a key benefit as jacking of the structure would have proved practically impossible. This paper will discuss the various constraints and benefits, the analysis and modelling techniques used in design, and the detailing challenges and opportunities of integral cut and cover structures.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306880</guid>
    </item>
    <item>
      <title>West Gate Tunnel Project: driven precast concrete piles in Coode Island silt</title>
      <link>https://trid.trb.org/View/2306879</link>
      <description><![CDATA[This paper looks at a large-scale application of precast driven concrete piles in a brownfield-site as part of West Gate Tunnel Project in Melbourne. Installation of new concrete driven piles at a close proximity to existing foundations requires a detailed analysis on the impact of the existing structures and a strict construction monitoring during pile installations. The project utilises more than 150 km of driven precast concrete piles throughout its Eastern Zone with viaduct connections to the Port of Melbourne over Footscray Road, City Link and Wurrundjeri Way. This zone of the project is located over unfavourable ground conditions including up to 40 m of Quaternary Age Yarra Delta deposits including Coode Island Silt (CIS). CIS is a normally to slightly over consolidated deposit and is susceptible to primary consolidation and on-going creep settlements. This settlement causes negative skin friction to occur on the piles. Driving the precast concrete piles through CIS, typically results in some surface heave and lateral displacement which may have a significant impact on nearby structures and services. However estimating the magnitude of this displacement is complex. The design challenges discussed include: Induced lateral displacement of previously installed driven piles for the existing City Link Viaduct and other structures; Pile design for significant temporary lateral loads and in-service road and rail collision; and the presence of sulphate reducing bacteria and its impact on design and durability.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306879</guid>
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    <item>
      <title>Integral bridge with full height abutment requirement and design</title>
      <link>https://trid.trb.org/View/2306866</link>
      <description><![CDATA[Many level crossings have been removed in Victoria. Typically, they are single span or two span bridges over existing rail tracks and without batter in front of abutment to allow rail maintenance access. AS5100-2017 & BTN010 requires integral bridge to avoid any joints. AS5100.1-2017 requires minimum 800mm thick for abutment wall including RSS wall abutment for rail collision load. 800mm thick wall of 3.6m and 2.0m above rail height is to be provided when abutment face is less than 4m from the rail centre line to abutment face and more than 4m respectively. MTM standards requires 800mm thick wall when abutment is located within 10m from near or future track, but it allowed to use 900mm diameter piles at 2.0m spacing with reinforced concrete infill pile walls subject to MTM approval. However, infill wall to be designed for the collision load and the reinforced soil strap (RSS) wall system should protect abutment piles from collision load. DoT Section 682 also requires abutment piles to be independent of RSS wall to avoid any load transfer to abutment piles from RSS walls. RSS wall will require 800mm thick for almost half the height and piled foundation for rail collision load. Abutment piles independent of RSS walls will need to be large enough. In order to satisfy all requirements, full height abutment walls have been used to support bridge structure as well as to retain soil for an economical design and to reduce rail occupation over existing rail tracks.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306866</guid>
    </item>
    <item>
      <title>Innovative incrementally launched U-Trough girder viaduct for challenging site</title>
      <link>https://trid.trb.org/View/2306861</link>
      <description><![CDATA[The innovative Viaduct over Muscle Creek and Hunter River with an overall length of 178.4m comprises four spans of 45.7m by 50m by 50m by 29.7m and 1.5m length beyond the bearings at each abutment, to suit a challenging and restrictive site. The superstructure comprises a prestressed concrete U-trough girder constructed by the incrementally launched method with eight segments varying from 9.7m to 25m long. The U-trough girder is 3.76m and 3.6m deep for the taller and shorter webs respectively to create a two percent cross fall in the soffit. The Viaduct is supported on 1.5m diameter piles and the piers comprise twin 1.5m diameter columns. The design of the Viaduct was delivered by Cardno now Stantec. This paper describes the design development of the Viaduct. This includes the determination of the design criteria, design philosophy, the selection of the method of construction, superstructure cross section and structural form for the substructure. It also includes construction monitoring.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306861</guid>
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    <item>
      <title>The design of the bridge over Parkes to Narromine rail line at 449.850km</title>
      <link>https://trid.trb.org/View/2306837</link>
      <description><![CDATA[The Regional Growth NSW Development Corporation (RGDC) is currently delivering the first Special Activation Precinct (SAP) in Parkes including an upgrade to 7.3 km of Brolgan Road, two ARTC rail overbridges, Reinforced Soil Wall (RSW) approach structure, intersection improvements, and utilities. The Bridge Over Parkes to Narromine Rail Line at 449.850km is a grade separated crossing of Brolgan Road over the existing rail line. The horizontal road alignment is straight and the vertical alignment is on a crest curve with a high point positioned on the bridge structure itself. The single span steel composite bridge is approximately 53.7 metres long, crossing the railway at a skew of approximately 55 degrees. The bridge abutments are formed of four piles and a 1200mm diameter pile extension through a RS wall embankment and a reinforced concrete headstock. Piles are founded on the underlying rock stratum, through the RSW fill, with the pile extensions designed to be constructed with a permanent isolation gap between the pile and the RSW. The superstructure will be formed of 4 No. 2300 millimetre deep weathering steel trough girders supported on spherical bearings. The steel trough girders are overlain with a minimum of 250 millimetre thick deck. Cross bracing is provided between the girders the quarter point of the span approximately. Steel plate diaphragms are provided at the ends of the span. Weathering high strength structural bolting is used all connections.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306837</guid>
    </item>
    <item>
      <title>Designing a complex elevated interchange over the sea using precast segmental construction techniques</title>
      <link>https://trid.trb.org/View/2306774</link>
      <description><![CDATA[Modular construction, such as the precast deck segments, precast piers and precast pile cap shells, is increasingly being adopted as an integral part of the construction process for elevated highways, particularly when constructing the viaduct in a marine environment. The approach however requires careful design considerations such as the integral connections between the precast units and the in-situ parts of the works in order to ensure durability of the structures. As part of the strategic road network in Hong Kong, an express link will connect East Kowloon and the new town of Tseung Kwan O. Part of this link includes an elevated interchange over the sea with seven post-tensioned precast segmental bridges. The series of balanced cantilever bridges within this marine interchange run in a spaghetti junction manner around the main line viaduct, which comprises two parallel bridges connected at each pier with a cast in-situ diaphragm. The alignment of one of the interchange viaducts has a plan curvature of 44m, the tightest radius bridge ever erected using the precast segmental balanced cantilever method in Hong Kong. The bridges have a design life of 120 years. This imposes challenges on the design and construction of the structural elements of the bridges, especially the pile caps which are located within the splash zones at all times]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306774</guid>
    </item>
    <item>
      <title>Bridge over Cooks River at Tempe</title>
      <link>https://trid.trb.org/View/2306756</link>
      <description><![CDATA[The Bridge over Cooks River at Tempe was built in 1960 and designed to carry HS-20 loading. The bridge is on the Princes Highway, a major heavy vehicle route in Sydney. The bridge is currently carrying six marked traffic lanes and with high traffic volume includes Semi-Trailer (ST 42.5) and B-Double (BD 62.5) vehicles. The bridge is located in an aggressive environment which resulted in severe deterioration of existing piles of two pier substructure. Bridge rehabilitation design and construction work were carried out to restore bridge load carrying capacity, minimise disruption on traffic and address safety risks. Stage 1 Bridge Rehabilitation: Substructure strengthening by constructing additional cast-in-place bored piles adjacent to existing pier substructure. The strengthening work adopted innovative underpinning system solution through external steelworks and vertical prestressing hanger bars to jack up the entire pier substructure in order to transfer loads to the new piles. An impressed current cathodic protection (ICCP) system was installed to provide corrosion protection to the piles and yoke beams on Piers 1 and 2 below mid-tide level. Stage 2 Bridge Rehabilitation: Encapsulation of Stage 1 external steelwork through construction of new concrete pile cap in 2015 and installation of cathodic protection system in 2016. The prestressed concrete pile cap was designed using strut and tie method to “pick-up” bridge load through upward hogging moment introduced by eccentric prestressing effect. The solution achieved concrete to concrete integral connection between existing pier substructure, Stage 1 piles and Stage 2 pile cap.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306756</guid>
    </item>
    <item>
      <title>Verifiering av valvverkan i träpålade bankar</title>
      <link>https://trid.trb.org/View/2269736</link>
      <description><![CDATA[Reduced climate impact is today a worldwide strive. Even the foundation engineering business is searching for more sustainable solutions to reduce resource usage and pollutions directly or indirectly. One such method is timber piling, as an alternative to concrete and steel piles. The purpose of the project is to find out how we best design timber piled embankments. More specifically: what design of geosynthetic reinforcement provides stable arch formation given a certain pile spacing and embankment height? Designs according to TRVINFRA-00230 are made on incorrect assumptions that results in over-conservative designs. The project includes follow-up of a field site as well as laboratory testing of a cross-section of a piled embankment. A trapdoor between the piles simulates the subsoil settlements. Tests are performed without geosynthetic reinforcement, one geogrid and two geogrids. Calibration is done based on the field site data. Arching formation with increasing differential settlement are observed. The goal is to give a wider picture of the load distribution in the timber piled embankments and contribute to connecting theory, practice, and reality. Laboratory tests with complementary numerical tests shall answer which design of geosynthetic reinforcement generate stable arches given a certain pile spacing and embankment height. The result is more flexible guidelines that allow a more sustainable product in terms of environmental impact, material cost, and production time.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269736</guid>
    </item>
    <item>
      <title>BIG 2019-19 Störningsproblem med pålar i lösa jordar del 2</title>
      <link>https://trid.trb.org/View/2269735</link>
      <description><![CDATA[This project is a continuation of A2019-19 Disturbing issues with piles in soft soils. In part 2 of Jonatan Isaksson’s PhD research project the evolving mass displacements from piling with time will be studied for two limiting cases: i) at a distance from the pile group where small strain stiffness in the soil governs the results, and ii) within and close to the pile group where the engineering properties of the soil, pile spacings, piling sequence and the integrity of adjacent foundations are of importance. We will generalise the results developed in part 1 for a single pile to the response for pile groups. Due to the complexity of the problem, this was not yet fully established in part 1 of the research. In addition this allows to study interaction effects between the piles that are already embedded in the ground and the new pile being installed. The piles that are already installed are both piles that are part of the new pile group, as well as piles that underpin the buildings nearby the piling works. The research will result in simplified recommendations for when to factor in the effects of pile installation in day to day geotechnical engineering will be proposed for further implementation of design guidelines. The simplification in the recommendation covers when pile installation effects should be incorporated and provides guidance on how to evaluate methods already in use in industry for potential time-dependent recovery of mass-displacements.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269735</guid>
    </item>
    <item>
      <title>BiG2021-20 Vibrationer från stabiliserade järnvägsbankar.</title>
      <link>https://trid.trb.org/View/2269670</link>
      <description><![CDATA[Society demands for increasing train speeds and weights, that increase loads on existing and new railway lines. Lime Cement Columns (LCC) is a proven ground reinforcement solution for reducing settlements and increasing stability of railway embankments on soft soils whilst also limiting vibrations. Investigation of the effects of higher loads on LCC reinforced ground is needed for updating regulations. The project aim is to contribute to optimal LCC use by bridging the gap between computed and measured performance of an existing railway in an early stage of the life cycle.  A research effort in several stages is envisioned. This project -Stage 1- will establish a baseline experimental characterisation of LCC for evaluating the dynamic response of the foundation below a railway section on LCC. The experimental work will be designed with future numerical modelling and field scale validation of the dynamic track response in mind. As such, it directly aids all ongoing and coming projects on long-term & dynamic response of railway tracks on LCC in soft soils.  An improved ability in design of LCC with dynamic effects included will reduce uncertainty in design. Hence, the amount of embedded CO2-e from lime and cement in the foundation can be minimised whilst ensuring a long lifetime.  Results will be compiled in reports for later implementation in guidelines and regulations, and presented for relevant stakeholders.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:25:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269670</guid>
    </item>
    <item>
      <title>Simulating the passive confinement of circular concrete cylinders allowing for size effect</title>
      <link>https://trid.trb.org/View/1987572</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 30 Jun 2022 12:04:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1987572</guid>
    </item>
    <item>
      <title>A trustful transition zone for high-speed rail using stone columns</title>
      <link>https://trid.trb.org/View/1987570</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 30 Jun 2022 12:04:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1987570</guid>
    </item>
    <item>
      <title>Optimal design av träpålar = Optimal design of timber piles</title>
      <link>https://trid.trb.org/View/1894886</link>
      <description><![CDATA[The climate changes entail a need for environmentally friendly foundation engineering. Deep foundation engineering using concrete and steel piles consumes large amounts of finite resources. As an alternative to typical embankment piling, Trafikverket (the Swedish Transport Administration) introduced along with the national standards TK Geo 13 a standardised procedure for geosynthetic reinforced embankments supported by untreated timber piles, known as light embankment piling. Timber piling is not only more environmentally friendly than concrete and steel piling, but also most-often cheaper and thus overall a more sustainable solution. However, the design criteria still result in relatively large resource consumption. Thus, a question has been raised if a larger pile spacing could be allowed to reduce the required amount of resource. The objective of the presented study is to evaluate and optimise the current design criteria of light embankment piling.]]></description>
      <pubDate>Wed, 01 Dec 2021 14:45:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894886</guid>
    </item>
    <item>
      <title>Prediction and experimental validation of dynamic soil-structure interaction of an end-bearing pile foundation in soft clay</title>
      <link>https://trid.trb.org/View/1876026</link>
      <description><![CDATA[In the built environment, human activities such as railway and road traffic, constructionworks or industrial manufacturing can give rise to ground borne vibrations. Such vibrations become a concern in urban areas as they can cause human discomfort or disruption of vibration sensitive equipment in buildings. In Sweden, geological formations of soft clay soils overlying till and a high quality bedrock are encountered in densely populated areas, which are soil conditions that are prone to high levels of ground borne vibrations. Under such soil conditions, end-bearing piles are often used in the design of building foundations. The dynamic response of a building is governed by the interaction between the soil and the foundation. It is therefore essential that models used for vibration predictions are able to capture the dynamic soil-structure interaction of pile foundations. The purpose of this thesis is to experimentally and numerically investigate dynamic soil-structure interaction of an end-bearing pile group in clay by constructing a test foundation of realistic dimensions. The small-strain properties in a shallow clay deposit are estimated using different site investigation and laboratory methods. The results are synthesised into a representative soil model to compute the free-field surface response, which is validated with vibration measurements performed at the site. It is found that detailed information regarding material damping in the clay and the topmost soil layer both have a profound influence on the predicted surface response, especially with an increasing distance from the source. Dynamic impedances of four end-bearing concrete piles driven at the site are measured. Pile-soil-pile interaction is investigated by measuring the response of the neighbour piles when one of the piles in the group is excited. The square pile group is subsequently joined in a concrete cap and measurements of the impedances of the pilegroup and acceleration measurements within the piles at depth are performed. A numerical model based on the identified soil properties is implemented and validated by the measurements. A good agreement between the predicted and measured responses and impedances of the pile group foundation is found, establishing confidence in the ability to predict the dynamic characteristics of end-bearing pile foundations under the studied soil conditions.]]></description>
      <pubDate>Wed, 01 Sep 2021 14:27:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876026</guid>
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