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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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    <item>
      <title>HIGHWAY 407 ETR - EXPRESS TOLL ROUTE - A POST TENSIONED CONCRETE BOX GIRDER BRIDGE FOR THE HIGHWAY 404/407 INTERCHANGE</title>
      <link>https://trid.trb.org/View/538914</link>
      <description><![CDATA[Highway 407 is a new 69 km (43 mi) long multi lane toll urban highway being constructed north of Metropolitan Toronto.  This new facility includes complex interchanges and of particular interest is a three level interchange comprised of seven bridges, ramps and mainline roadways.  The largest bridge is a 368 meter (1210 ft) long, 7-span concrete box girder structure which carries two lanes of vehicular traffic.  With spans ranging from 27 to 74 meters (88 to 242 ft), the structure consists of a twin cell, post-tensioned, cast-in-place concrete box girder supported on concrete piers and abutments.  This paper discusses the many interesting characteristics of the bridge along with the key aspects of the design and construction process.]]></description>
      <pubDate>Mon, 21 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538914</guid>
    </item>
    <item>
      <title>DESIGN, FABRICATION AND CONSTRUCTION OF THE NEW ENGLAND BULB-TEE GIRDER</title>
      <link>https://trid.trb.org/View/475074</link>
      <description><![CDATA[The article discusses the benefits of a partnership approach to problem solving through a case study examination of the development of the New England bulb-tee precast concrete bridge girder.  A committee, named the Precast/Prestressed Concrete Institute (PCI) New England Technical Committee for Bridges was formed and consists of a unique public/private partnership of all six New England state highway departments, area precasters and private consultants.  The members of this committee have joined together to develop regional solutions to precast concrete bridge problems shared by the New England states.  This paper discusses the development of the committee, the partnering approach to problem solving used by the committee, and the application of this approach in the development of a new precast, prestressed concrete bridge girder.  The new bulb-tee girder is already being used in several bridge projects in New England.]]></description>
      <pubDate>Mon, 12 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475074</guid>
    </item>
    <item>
      <title>FULL-SCALE TESTING AND ANALYSIS OF 20-YEAR-OLD PRETENSIONED CONCRETE BOX GIRDERS</title>
      <link>https://trid.trb.org/View/577625</link>
      <description><![CDATA[This research covers the testing of two full-scale, precast, pretensioned box girders.  The girders were removed from an existing bridge in Reno, Nevada, and had been in service for 20 years.  The overall length of the girders was approximately 21.34 m (70 ft).  The girders were tested monotonically to failure, while monitoring strain profiles, deflection, crack opening, and strand strain.  Several methods were used to test the remaining level of prestress in the girders.  Ultimate moments and measured level of prestress were compared with code equations.  Measured ductility was compared with ductility behavior as predicted by the code by considering strain profiles, ultimate deflection, and ultimate concrete strain. Good agreement was found between code predicted and measured ultimate load.  However, both ductility and prestress loss differed significantly from code predictions.  Explanations for these differences are proposed in the main body of this paper.]]></description>
      <pubDate>Mon, 17 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577625</guid>
    </item>
    <item>
      <title>STRUCTURAL DESIGNS AND CONSTRUCTION TECHNOLOGIES FOR CALIFORNIA HIGHWAY BRIDGES</title>
      <link>https://trid.trb.org/View/577290</link>
      <description><![CDATA[The California highway bridge construction market is the largest in the United States and still growing.  It arguably represents the greatest concentration of highway bridge expenditure in the world.  To gain insight into this important engineering and construction market, this paper reviews the technological context of California's bridge construction sector from three perspectives:  a technological overview, current technological directions, and emerging trends.  The paper describes the dominance of the California Department of Transportation in designing and administering highway bridge projects and highlights the emergence of standardized cast-in-place prestressed concrete box girder bridges as the dominant design. Contractors have responded to this standardized design with continuous incremental improvements through adaptation of construction process technologies.  The paper concludes that falsework, formwork, and concrete placement technologies are particularly important in gaining and maintaining a competitive advantage for construction of these bridges.  This has led to specialized differentiation through firms seeking technological-based market niches.]]></description>
      <pubDate>Mon, 20 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577290</guid>
    </item>
    <item>
      <title>CONSTRUCTION EQUIPMENT FOR CONCRETE BOX GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/482851</link>
      <description><![CDATA[Over the last 20 years, concrete box girders have become one of the most economically and esthetically attractive segments for the construction of bridges with spans between 200 and 500 ft (60 and 150 m). The introduction of specialized construction equipment that can be rented and reused on different bridge projects has helped to increase the popularity of box girders. Bridge builders typically spent millions of dollars for construction machinery that was scrapped once the job was completed. Now, with the incorporation of detailed designs for construction equipment into the bridge design process itself, concrete box girder construction has become far more economical, more accurate and faster. Construction methods for these bridges are in three major categories: balanced cantilever, span-by-span, and incremental launching. This article describes construction equipment specially developed for the balanced cantilever and span-by-span methods.]]></description>
      <pubDate>Mon, 19 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482851</guid>
    </item>
    <item>
      <title>FIBERSCOPE INSPECTION OF CONCRETE BOX GIRDER BRIDGE SECTIONS FOLLOWING THE NORTHRIDGE EARTHQUAKE</title>
      <link>https://trid.trb.org/View/464274</link>
      <description><![CDATA[The Department of Transportation is responsible for the safety and integrity of every bridge in the United States highway system. The task of evaluating damaged bridges becomes critical after a disaster or failure of a structure.  The use of simple tools can make an enormous difference in the amount of time needed to assess the damage and open structures that are safe for the public.  The fiberscope is a relatively simple tool to use and has allowed us to investigate detail on many bridges that were impossible to inspect due to access.  This paper discusses the application of fiberoptic technology for bridge inspection and the time and manpower it saved.]]></description>
      <pubDate>Mon, 16 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464274</guid>
    </item>
    <item>
      <title>SHEAR BEHAVIOR OF FULL-SCALE PRESTRESSED CONCRETE GIRDERS: COMPARISON BETWEEN AASHTO SPECIFICATIONS AND LRFD CODE</title>
      <link>https://trid.trb.org/View/461970</link>
      <description><![CDATA[An extensive laboratory testing program was conducted to investigate the shear strength of prestressed concrete girders. A comparison between the various models for predicting shear strength and the results of tests on 20 full-scale AASHTO Type II prestressed concrete girders are presented.  Three of the test girders contained no shear reinforcement and were tested to determine the concrete contribution, V(c), to shear strength. The main variables in this study were the amounts of shear reinforcement and the shear span.  The test shear strengths are compared with predictions based on the 1989 AASHTO Standard Specification for Highway Bridges and the 1994 AASHTO LRFD Specifications.  The results show that the application of the 1989 AASHTO Specifications gives a much better prediction of the shear strength than the LRFD provisions, indicating that the latter require some examination and modification to increase reliability.]]></description>
      <pubDate>Thu, 20 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461970</guid>
    </item>
    <item>
      <title>CONCRETE GIRDERS EXTERNALLY PRESTRESSED WITH COMPOSITE PLATES</title>
      <link>https://trid.trb.org/View/413801</link>
      <description><![CDATA[A parametric study of the flexural strength of concrete girders externally prestressed with epoxy bonded fiber reinforced plastic (FRP) plates is presented.  The girders are externally prestressed with FRP plates epoxy bonded to the tension face of the girders while the girders are held cambered by means of upward jacking forces.  The variables considered in the study are the type of FRP plate, the area of the plate, and concrete compressive strength.  A design example is also presented to show the effectiveness of this strengthening technique for upgrading the load carrying capacity of a typical concrete bridge originally designed for H15 loading to that of HS20 loading.]]></description>
      <pubDate>Tue, 15 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413801</guid>
    </item>
    <item>
      <title>DUCTILITY OF CONCRETE-FILLED STEEL BOX COLUMNS UNDER CYCLIC LOADING</title>
      <link>https://trid.trb.org/View/409518</link>
      <description><![CDATA[The authors of this technical paper report that the use of steel sections with filled-in concrete for bridge piers exhibit an improvement in ductility over steel construction alone.  Eleven cantilever thin-walled steel box columns--stiffened and unstiffened--were tested under constant compressive axial loads and cyclic lateral loads.  In addition, seven partially concrete-filled columns were tested to measure any increase in column ductility.  Investigators found that the concrete-filled columns increase ductility and energy-absorption capacity significantly, which has implications for seismic design.]]></description>
      <pubDate>Tue, 20 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409518</guid>
    </item>
    <item>
      <title>WHEEL LOAD DISTRIBUTION IN CONCRETE BOX GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/102381</link>
      <description><![CDATA[AN IMPROVED DESIGN METHOD WAS DEVELOPED FOR DETERMINING THE WHEEL LOAD DISTRIBUTION IN MULTI-CELLED NON-SKEW BOX GIRDER BRIDGES.  THE BASIC APPROACH USED WAS TO ANALYZE A LARGE NUMBER OF SELECTED TYPICAL BOX GIRDER BRIDGES TO DETERMINE ANALYTICAL VALUES FOR THE MAXIMUM NUMBER OF WHEEL LOADS TAKEN BY EACH GIRDER LOADED BY STANDARD HS 20-44 TRUCKS IN CRITICAL POSITIONS. THE TYPICAL BRIDGES ANALYZED INCLUDED, (1) VARIATIONS IN THE IMPORTANT PARAMETERS AFFECTING LOAD DISTRIBUTION SUCH AS: SPAN, TOTAL WIDTH, NUMBER OF LANES, NUMBER OF CELLS, CELL WIDTH (WEB SPACING), AND (2) FIXITY AT THE SUPPORTS.  IN ALL, THE RESULTS FROM ABOUT 120 SEPARATE COMPUTER ANALYSES OF BOX GIRDER BRIDGES UNDER DIFFERENT LOADINGS WERE USED IN THE STUDY.  BASED ON THESE RESULTS, A DESIGN METHOD FOR WHEEL LOAD DISTRIBUTION WAS DEVELOPED WHICH IS BELIEVED TO REPRESENT MORE ACCURATELY THE TRUE DESIGN LOADS TO BE CARRIED BY EACH GIRDER OF A GIVEN BRIDGE, THAN DOES THE PRESENT METHOD OF DESIGN. A DESIGN EXAMPLE IS PRESENTED OF A 60FT THREE-CELL SIMPLY SUPPORTED BOX GIRDER BRIDGE.  COMPARISONS ARE MADE WITH THE ACCURATE METHOD, SIMPLIFIED METHOD, AND THE PRESENT AASHO METHOD. IT IS SHOWN THAT THE PRESENT AASHO METHOD DIFFERS IN SOME INSTANCES FROM THE ACCURATE METHOD BY AS MUCH AS 15% ON THE UNCONSERVATIVE SIDE. /BPR/]]></description>
      <pubDate>Fri, 22 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102381</guid>
    </item>
    <item>
      <title>P.C. CANTILEVER ERECTION METHOD USING PRECAST UNITS</title>
      <link>https://trid.trb.org/View/96938</link>
      <description><![CDATA[THE P. C. CANTILEVER ERECTION METHOD USING PRECAST BOX- TYPE GIRDERS AND EPOXY RESIN INTO JOINTS IS CONSIDERED FOR THE ENGINEERING OF PRESTRESSED CONCRETE. THIS METHOD WAS USED IN JAPAN FOR THE CONTINUOUS EXPRESSWAY VIADUCT WORK WHERE THE TOKYO METROPOLITAN EXPRESSWAY CROSSES OVER RADIAL ROUTE 3. RESULTS ARE DESCRIBED OF TESTS CARRIED OUT ON SPECIMEN TO OBTAIN NEEDED DESIGN DATA, AND THE RESULTS OF EXPERIMENTS EXECUTED ON ACTUAL BRIDGE, AS WELL AS SEVERAL TECHNICAL PROBLEMS OF THE METHOD. THIS METHOD IS APPLIED SINCE: (1) THE ERECTION PERIOD CAN BE SHORTENED BECAUSE THE PRECAST BLOCKS ARE MANUFACTURED WHEN SUBSTRUCTURE WORKS ARE GOING ON, (2) THE QUALITY VARIANCE OF EACH UNIT IS LESS BECAUSE SUFFICIENT CONTROL CAN BE PERFORMED IN THE PRODUCING YARD, (3) ALMOST NO DEFORMATION, DUE TO DAY SHRINKAGE AND CREEP OF CONCRETE, IS OBSERVED BECAUSE THE CURING PERIOD BETWEEN PRECASTING AND PRESTRESSING IS LONG ENOUGH, AND (4) NO TIMBERING IS NEEDED BECAUSE OF SIMPLE ERECTING APPARATUS. /AUTHOR/]]></description>
      <pubDate>Fri, 15 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96938</guid>
    </item>
    <item>
      <title>TIME-DEPENDENT DEFLECTION OF A BOX GIRDER BRIDGE</title>
      <link>https://trid.trb.org/View/102203</link>
      <description><![CDATA[THE TIME-DEPENDENT DEAD-LOAD DEFLECTIONS OF A CONTINUOUS BOX GIRDER BRIDGE ARE COMPARED WITH THE VALUES OBTAINED BY A RATIONAL ANALYSIS BASED ON THE MODIFIED-ELASTIC-MODULUS METHOD. WARPAGE AND DEFLECTION DUE TO SHRINKAGE ARE ESTIMATED BY APPLYING THE PRINCIPLES OF SUPERPOSITION USING AN EFFECTIVE ELASTIC MODULUS AND AN ASSUMED SHRINKAGE POTENTIAL FOR THE CONCRETE. THE ANALYSIS DEMONSTRATES THAT TIME-DEPENDENT DEFLECTION OF PLAIN REINFORCED CONCRETE STRUCTURES ARE NOT OVERLY SENSITIVE TO THE MAGNITUDE OF THE CREEP COEFFICIENT ASSUMED BECAUSED OF THE STIFFENING EFFECT OF THE REINFORCEMENT. SIMILARLY THE SHRINKAGE DEFLECTION IS ESSENTIALLY INDEPENDENT OF THE CREEP BECAUSE OF A REDUCTION IN THE WARPING MOMENT AS CREEP STRAINS ARE DEVELOPED. HOWEVER, WHILE THE GENERAL FORM OF THE DEFLECTION PROFILE PREDICTED BY THE EFFECTIVE MODULUS METHOD OF ANALYSIS AGREES WITH FIELD BEHAVIOR, THE OBSERVED FIELD DEFLECTIONS ARE SOMEWHAT SMALLER. /BPR/]]></description>
      <pubDate>Sat, 02 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102203</guid>
    </item>
    <item>
      <title>LATERAL DISTRIBUTION OF VEHICULAR LOADS IN A PRESTRESSED CONCRETE BOX-BEAM BRIDGE -BERWICK BRIDGE</title>
      <link>https://trid.trb.org/View/96723</link>
      <description><![CDATA[THE FIELD TESTING IS DESCRIBED OF THE SECOND OF FIVE BEAM- SLAB BRIDGES INCLUDED IN AN INVESTIGATION OF LATERAL DISTRIBUTION OF LOAD IN PRESTRESSED CONCRETE BOX GIRDER BRIDGES. THE TEST STRUCTURE CONSISTED OF FOUR HOLLOW PRESTRESSED CONCRETE BOX GIRDERS, WHICH WERE 48 INCHES WIDE BY 39 INCHES DEEP, A COMPOSITE REINFORCED CONCRETE CAST-IN- PLACE SLAB, AND CAST-IN-PLACE CURBS AND PARAPETS. THE SPACING OF THE GIRDERS WAS 8 FEET 9-3/8 INCHES, AND THE SIMPLY-SUPPORTED TEST SPAN WAS 65 FEET 3 INCHES. THREE CROSS-SECTIONS WERE GAGED FOR THE MEASUREMENT OF SURFACE STRAINS AND DEFLECTIONS, AND ALL DATA WAS COLLECTED THROUGH USE OF CONTINUOUS RECORDING EQUIPMENT. THE LOAD WAS SUPPLIED BY A TRUCK LOADED TO SIMULATE THE AASHO HS20-44 DESIGN VEHICLE. THE LOADING CONDITIONS CONSISTED OF EITHER STATIC RUNS WITH THE TRUCK PARKED ON THE BRIDGE, OR CRAWL RUNS WITH THE TRUCK TRAVELING ACROSS THE BRIDGE AT 2 TO 3 MPH. THE PRINCIPAL OBJECTIVES WERE TO DEVELOP INFORMATION ON LATERAL DISTRIBUTION OF VEHICLE LOADS TO THE GIRDERS, AND TO COMPARE THE STRUCTURAL RESPONSE AT DIFFERENT CROSS-SECTIONS. IN ADDITION, THE EFFECT OF GIRDER SPACING WAS TO BE STUDIED BY COMPARING THE TEST RESULTS FROM THIS BRIDGE WITH THE RESULTS FROM THE PILOT STUDY BRIDGE. DISTRIBUTION FACTORS AND THE RATIO OF EXPERIMENTAL MOMENT TO DESIGN MOMENT WERE COMPARED AT THE DIFFERENT CROSS-SECTIONS OF THE TEST BRIDGE AND WITH SIMILAR RESULTS FROM THE PILOT STUDY BRIDGE. ON THIS BRIDGE THE DISTRIBUTION FACTORS DID NOT VARY SIGNIFICANTLY BETWEEN CROSS-SECTIONS. THIS WAS ALSO TRUE OF THE RATIOS OF EXPERIMENTAL MOMENT TO DESIGN MOMENT. THE DISTRIBUTION FACTOR USED TO DESIGN THE INTERIOR GIRDERS WAS FOUND TO BE GREATER THAN THE MEASURED VALUES, WHILE THE DESIGN FACTOR FOR THE EXTERIOR GIRDERS WAS LESS THAN THE MEASURED VALUES. A COMPARISON OF RESULTS FROM THIS BRIDGE AND THE PILOT STUDY BRIDGE SHOWED THAT RATIOS BETWEEN DESIGN AND EXPERIMENTAL MOMENT WERE ABOUT THE SAME FOR INTERIOR GIRDERS BUT VARIED CONSIDERABLY FOR EXTERIOR GIRDERS, INDICATING THE EFFECT OF THE DIFFERENT GIRDER SPACINGS. /AUTHOR/]]></description>
      <pubDate>Sat, 02 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96723</guid>
    </item>
    <item>
      <title>LATERAL DISTRIBUTION OF VEHICULAR LOADS IN A PRESTRESSED CONCRETE BOX-BEAM BRIDGE- WHITE HAVEN BRIDGE</title>
      <link>https://trid.trb.org/View/102351</link>
      <description><![CDATA[THE FIELD TESTING OF ONE OF FIVE BEAM-SLAB HIGHWAY BRIDGES INCLUDED IN AN INVESTIGATION OF LATERAL DISTRIBUTION OF VEHICULAR LOADS IN PRESTRESSED CONCRETE SPREAD BOX-GIRDER BRIDGES IS DESCRIBED. TWO CROSS-SECTIONS WERE GAGED FOR THE MEASUREMENT OF SURFACE STRAINS AND DEFLECTIONS, AND THE DATA WERE COLLECTED THROUGH USE OF CONTINUOUS RECORDING EQUIPMENT. THE LOAD VEHICLE WAS A 3-AXLE TRUCK LOADED TO SIMULATE THE AASHO HS20-44 DESIGN VEHICLE. THE STRUCTURAL RESPONSE DESCRIBED WAS PRODUCED BY CRAWL RUNS OF THE TEST VEHICLE, TRAVELING ACROSS THE BRIDGE AT 2-3 MPH IN EACH OF FIVE PRESCRIBED LANES. THE PRINCIPAL STUDY OBJECTIVES WERE: (1) TO DEVELOP INFORMATION ON LATERAL DISTRIBUTION OF THE VEHICLE LOADS TO THE GIRDERS, (2) TO COMPARE THE DISTRIBUTION AT TWO DIFFERENT CROSS-SECTIONS, AND (3) TO COMPARE THE EXPERIMENTALLY BASED DISTRIBUTION FACTORS WITH VALUES USED IN THE DESIGN OF THE BRIDGE. RESULTS SHOWED THAT THE EXPERIMENTALLY BASED DISTRIBUTION FACTORS WERE: (1) FOR INTERIOR GIRDERS CONSIDERABLY LESS THAN THE DESIGN VALUE, AND (2) FOR EXTERIOR GIRDERS, SIGNIFICANTLY GREATER THAN THE DESIGN VALUE. THIS BEHAVIOR REFLECTS THE INCREASE IN STIFFNESS OF THE EXTERIOR GIRDERS RESULTING FROM THE CONTRIBUTION OF THE CURB AND PARAPET SECTIONS. THERE WAS NOT A SIGNIFICANT DIFFERENCE BETWEEN EXPERIMENTALLY DETERMINED DISTRIBUTION FACTORS AT THE TWO GAGED CROSS-SECTIONS. THE RATIOS OF EXPERIMENTAL TO DESIGN VALUES FURTHER INDICATE THAT: (1) FOR INTERIOR GIRDERS, A FACTOR OF THE S/K FORM IS APPROPRIATE, ALTHOUGH K SHOULD BE GREATER THAN THE 5.5 DESIGN VALUE, AND (2) FOR EXTERIOR GIRDERS, THE DESIGN PROCEDURE DOES NOT YIELD RESULTS CONSISTENT WITH ACTUAL BEHAVIOR. /AUTHOR/]]></description>
      <pubDate>Fri, 18 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102351</guid>
    </item>
    <item>
      <title>TORSION IN SECTIONS WITH OPEN AND CLOSED PARTS</title>
      <link>https://trid.trb.org/View/105370</link>
      <description><![CDATA[A CONCISE METHOD IS PRESENTED FOR LOCATING THE SHEAR CENTER AND INVESTIGATING TORSIONAL STRESSES IN BEAMS THAT ARE FREE TO WARP AND WITH CROSS SECTIONS CONSISTING OF BOTH OPEN AND CLOSED PARTS. THE APPLICATION OF THE METHOD IS ILLUSTRATED IN DETAIL BY AN EXAMPLE PROBLEM WITH BEAM CROSS SECTIONS WHICH MAY BE FOUND IN CERTAIN CONCRETE BOX GIRDER BRIDGES. /ASCE/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/105370</guid>
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