<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>Innovative and Cost-Effective Approach to Develop Robust Short-Term and Long-Term Drainage Programmes</title>
      <link>https://trid.trb.org/View/1742609</link>
      <description><![CDATA[On the national highway roads, there is a relatively-new contract model, established by the New Zealand Transport Agency, that is based on achieving the levels of service at least whole-of-life cost. The mechanism for this is through incentivising preventative maintenance work, primarily drainage, to defer the need to undertake pavement and surfacing renewals. The drainage activities are split into two types: - Formed assets, which includes high lip, side slopes and side drains, and - Hard assets, which includes culverts, manholes, catch pits, subsoils and scour protection. The basis for the works programmes is segmentation of the road network into 100m-long drainage assessment lengths (DAL) based on the drainage-related pavement and surfacing risk (high, moderate and low). The DALs are derived from: - Annual rainfall, - Subgrade geology, - Carriageway runoff (crossfall and longitudinal fall), - Verge runoff (road and shoulder level relative to the surrounding terrain). Once the DALs have been determined, the authors then establish the high, moderate and low-risk subnetworks. These drainage subnetworks are then the basis for the development of the short and long-term works programmes for formed and hard assets, as follows. The long-term (10 and 30 Year) Forward Works Programmes (FWP) for formed assets are based on undertaking a condition rating every 3 years. The prioritisation is then determined within each condition ‘bucket’ based on sites with drainage-related pavement and surfacing defects, and the risk rating of the drainage sub-network. Every three years, the authors repeat the condition rating and note which DALs have changed condition, including the sites that we have treated. This methodology ensures that the longer-term programme becomes more and more robust. For the shorter-term programme, we use ‘condition’ as the primary driver and then  the authors rank the treatment lengths for each ‘condition bucket’, based on: - Pavement and surfacing risk related to drainage, - Road Classification (route importance and criticality), - Drainage Sub-network (high, moderate or low), - Pavement and Resurfacing Renewal Forward Works Programmes (higher ranking for sites with pavement or surfacing renewals in Years 2 to 6, based on the opportunity to defer the renewal). For hard assets, both the longer-term and shorter-term programmes are based on: - Asset remaining life, -Flooding risk, - Pavement and surfacing risk, - Personal risk (volume of traffic). This paper describes the innovative methodologies to develop these works programmes.]]></description>
      <pubDate>Thu, 29 Oct 2020 09:35:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1742609</guid>
    </item>
    <item>
      <title>Productivity Analysis of the Purlin Hanging System Form for Concreting the Slab of Girder Bridges</title>
      <link>https://trid.trb.org/View/1575303</link>
      <description><![CDATA[Constructing a form for concreting a slab of girder bridges presents many difficulties, as mentioned in previous studies on girder bridges. Various construction methods have been developed and applied to improve the form construction. However, each method has problems in terms of cost, quality, construction period, productivity, safety, and transport. To solve these issues, the purlin hanging system form for concreting a slab of girder bridges was developed as an improvement over conventional methods. In order to commercialize the system, it is required to verify that this type of form enhances productivity by providing faster construction completion, reduced cost, and improved quality. Herein, the authors analysed the productivity of the purlin hanging system form for concreting a slab of girder bridges. The purlin hanging system form was found to increase labor productivity by 87%, shorten the construction period by 77%, and provide 59% cost savings compared to conventional forms. A shortcoming of the purlin hanging system form is the high initial investment cost, but this can be resolved through a leasing strategy that enhances reusability. Further study is needed to maximize the usability of the purlin hanging system form.]]></description>
      <pubDate>Wed, 30 Jan 2019 10:17:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575303</guid>
    </item>
    <item>
      <title>Fast out of the gate</title>
      <link>https://trid.trb.org/View/1401672</link>
      <description><![CDATA[A major terminal gate repaving project has been completed at Phoenix Sky Harbor International Airport. Reversible steel paving forms were used that were designed to accommodate concrete at different depths. The importance of the project was highlighted by the fact that deteriorating pavement can produce debris that damages aircraft and engines. Details of the repaving projects are presented in this article.]]></description>
      <pubDate>Thu, 24 Mar 2016 10:49:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1401672</guid>
    </item>
    <item>
      <title>Using Metal Deck Forms for Construction Bracing in Steel Bridges</title>
      <link>https://trid.trb.org/View/1392017</link>
      <description><![CDATA[Metal deck forms are frequently used in the steel building and bridge industries as formwork for the wet concrete slab. Although the forms are often relied on for stability bracing during construction in buildings, conventional connection details between the forms and girder top flanges in the bridge industry possess an eccentricity that limits the bracing performance of the forms. A research study to assess and improve the bracing potential of permanent metal deck forms (PMDFs) used in bridge applications was conducted. Recommendations from the research study were implemented on two steel I-girder bridges located on the IH-610 north loop in Houston. The use of the PMDF bracing resulted in the elimination of 680 intermediate diaphragms from the bridges. Before the implementation project, laboratory buckling tests were conducted on a twin-girder system with members and bracing that were identical to those used in the implementation project. To the authors’ knowledge, this project represents the first time that metal deck forms were relied on for stability bracing of steel I girders in the bridge industry. This paper documents laboratory testing, design, and construction of the two bridges in which PMDFs were used as construction bracing for the steel I girders in the bridge superstructure. Laboratory test results showed that the forming system, which was at the lower span limit of PMDF systems frequently used in steel bridge systems, could provide suitable bracing for the two implementation bridges. Using metal deck forms for bracing, the bridges were designed with no intermediate diaphragms/cross frames. A total of 680 intermediate diaphragms that would have been required in a bridge with conventional bracing were eliminated. The implementation of the research recommendations in the design of steel bridges can result in substantial improvements on the efficiency and economics of bracing systems for steel bridge superstructures.]]></description>
      <pubDate>Fri, 29 Jan 2016 09:32:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392017</guid>
    </item>
    <item>
      <title>Distress Identification Manual for the Long-Term Pavement Performance Program (Fifth Revised Edition)</title>
      <link>https://trid.trb.org/View/1346050</link>
      <description><![CDATA[Accurate, consistent, and repeatable distress evaluation surveys can be performed by using the Distress Identification Manual for the Long-Term Pavement Performance Program. Color photographs and drawings illustrate the distresses found in three basic pavement types: asphalt concrete-surfaced, jointed (plain and reinforced) portland cement concrete, and continuously reinforced concrete. Drawings of the distress types provide a reference to assess their severity. Methods for measuring the size of distresses and for assigning severity levels are given. The manual also describes how to conduct the distress survey and measure cracks in the pavement. Sample forms for recording and reporting the data are included. The manual also tells how to calibrate and operate fault measurement devices.]]></description>
      <pubDate>Thu, 19 Mar 2015 12:05:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1346050</guid>
    </item>
    <item>
      <title>Pressure of Internally Vibrated Concrete</title>
      <link>https://trid.trb.org/View/1323247</link>
      <description><![CDATA[The upcoming revisions of concrete standards have prompted a review of the equations used to predict lateral pressures on vertical form surfaces by internally vibrated concrete placed from above. The design and production of formwork for vertical concrete elements is an important part of construction. This article reviews the current design equations in use and proposes updates to calculate the pressures for concrete consolidated by internal vibration.]]></description>
      <pubDate>Thu, 25 Sep 2014 09:01:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323247</guid>
    </item>
    <item>
      <title>Creep Effects on the Reliability of a Concrete-Filled Steel Tube Arch Bridge</title>
      <link>https://trid.trb.org/View/1262864</link>
      <description><![CDATA[The deterioration and ageing process make the reliability of bridges a time-variant problem. However, most studies about time-dependent reliability focus on material corrosion and damage, less attention is given to the effects of concrete creep on the reliability of bridges. This paper presents a case study to investigate the influence of concrete creep on the serviceability reliability of concrete-filled steel tube (CFST) arch bridges, which have a wide application in China. The structural creep effect was analyzed by Model B3 and the age-adjusted effective modulus method; the reliability analysis was performed by Monte Carlo simulation with the Latin Hypercube sampling method, considering random variables involved in three aspects: creep model uncertainty, and variations of material and geometric properties. The analytic results show that the serviceability reliability of CFST arch bridges decreases due to creep, and creep model uncertainty is the most important factor for the structural creep effects and serviceability reliability.]]></description>
      <pubDate>Wed, 27 Nov 2013 16:08:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1262864</guid>
    </item>
    <item>
      <title>Experimental Research on Properties of High-Strength Foamed Concrete</title>
      <link>https://trid.trb.org/View/1131748</link>
      <description><![CDATA[The aim of this study is to develop structural foamed concretes by using silica fume, fly ash, and polypropylene fiber. The study presents the use of fly ash for fully replacing sand to produce foamed concrete. Fine silica fume and polypropylene (PP) fiber were used to improve properties of foamed concrete. Lightweight foamed concretes with a wide range of concrete densities (800–1,500  kg/m3) were studied mainly for compressive strength, splitting tensile strength, and drying shrinkage. The results indicate that foamed concrete with a density of 800–1,500  kg/m3 and compressive strength of 10–50  MPa can be made by using silica fume and PP fiber. Fine silica fume and PP fiber greatly improved the compressive strength of foamed concrete. In addition, adding PP fiber significantly improved the splitting tensile strength and drying shrinkage resistance.]]></description>
      <pubDate>Mon, 30 Jul 2012 09:50:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1131748</guid>
    </item>
    <item>
      <title>Field Measurement of Concrete Lateral Pressure in Formwork</title>
      <link>https://trid.trb.org/View/924752</link>
      <description><![CDATA[Knowledge of concrete lateral pressure is critical for the economical and safe design of concrete formwork. Innovations in concrete mixtures and construction techniques are frequently implemented. As a result, frequent updating of the recommended theories in the ACI 347 standard for predicting the maximum lateral pressure has become necessary. Some important parameters, such as pore water pressure, cannot be fully represented in a small lab scale experiment. Thus, field studies on full scale placements are necessary. This paper reports on measurement methods used to collect data under field conditions in studies conducted by this researcher and others. The objective of the paper is to present the experimental approaches for the benefit of other researchers contemplating similar research.]]></description>
      <pubDate>Thu, 29 Jul 2010 09:23:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/924752</guid>
    </item>
    <item>
      <title>Investigating a Structural Form System for Concrete Girders Using Commercially Available GFRP Sheet-Pile Sections</title>
      <link>https://trid.trb.org/View/901979</link>
      <description><![CDATA[This paper presents a new girder consisting of a trapezoidal pultruded glass fiber-reinforced polymer (GFRP) hat-shaped section commercially available as a sheet pile, but used in this study as a structural form for concrete. It can also offer continuity in the transverse direction through a pin-and-eye connection. Five 610mm × 325 mm and 3,300-mm-long girders were tested in flexure to examine different bond systems, voided and solid concrete cores, and the performance in positive and negative bending. Bond systems were wet adhesive bond to freshly cast concrete, adhesively bonded coarse aggregates, and mechanical shear studs. No slip was observed between concrete and the GFRP section until delamination failure occurred within a thin layer of cement mortar that remained attached to GFRP. The studs failed by pull out from the concrete flange. In general, 47–75% of the full strengths of concrete and GFRP were reached at ultimate bond failure. Wet adhesive bonding was the simplest and quickest to apply, while resulting in a comparable strength to other systems. A "moment-curvature" analytical model, incorporating a robust bond failure criterion, was developed, validated, and used in a parametric study. It showed that varying the concrete compressive strength or thickness of the GFRP section has insignificant effect on the bond failure load. Also, there are critical values for shear span-to-depth ratio, shear strength of cement mortar, concrete strength, and width of the top GFRP flange, beyond which, the desired flexural failure mode would precede bond failure.]]></description>
      <pubDate>Tue, 20 Oct 2009 07:40:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/901979</guid>
    </item>
    <item>
      <title>Effect of PVC Stay-In-Place Formwork on Mechanical Performance of Concrete</title>
      <link>https://trid.trb.org/View/894579</link>
      <description><![CDATA[Stay-in-place formwork is an attractive alternative to traditional formwork (steel or wood) and is known to improve constructability and produce a more durable final product. In the work presented, the effect of a patented polyvinyl chloride (PVC) stay-in-place forming system on the mechanical performance of concrete that it encases is examined. The compressive and flexural performance of the system are investigated. The results indicate that the PVC encasement enhances both compressive and flexural performance. Compressive strength is increased by the confining action of the PVC and flexural performance is improved due to the increased tensile capacity of the sections under flexural loading.]]></description>
      <pubDate>Mon, 27 Jul 2009 07:51:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/894579</guid>
    </item>
    <item>
      <title>Use of Stay-in-Place Forms for Concrete Bridge Decks in Tennessee</title>
      <link>https://trid.trb.org/View/882417</link>
      <description><![CDATA[Bridge decks, concrete or otherwise, represent one of the most heavily deteriorated components of typical highway bridges. Bridge construction continues to proceed at high volume, and in the past, bridge repair, rehabilitation, and replacement increased as well. Enormous amounts of funding are required to support initial construction and repairs as needed. This national trend is also evident within the Tennessee bridge inventory, which currently numbers approximately 20,000, with a majority of the structures utilizing concrete cast-in-place decks. Because of the increasing volume of work and limited funding, efficient methods of constructing and repairing concrete bridge decks have been of interest during the past decades. Durable, high-quality bridge decks have been constructed in Tennessee with three primary forming systems: temporary forms and falsework and stay-in-place form systems consisting of precast concrete panels or permanent steel forms. Each of these form systems is discussed, with a description of typical applications and estimation of the frequency of use. Currently, cast-in-place decks in Tennessee represent approximately 60% of the inventory and are predominantly (90%) cast by using permanent steel forms. The effects of stay-in-place forms on finished cast-in-place decks were investigated as well as form durability and inspection and repair considerations. This information was obtained through review of Tennessee Department of Transportation specifications and standard drawings and interviews of department personnel.]]></description>
      <pubDate>Wed, 25 Mar 2009 07:38:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/882417</guid>
    </item>
    <item>
      <title>Two for One: Arch Bridge Between Sweden and Norway</title>
      <link>https://trid.trb.org/View/835485</link>
      <description><![CDATA[Offering an economic solution to construction costs, a new bridge linking Gothenburg, Sweden and Oslo, Norway is being built. At a total length of 477 m, the bridge has a concrete arch span of 225 m to support a composite steel deck. The arch, itself, has been formed from a three-cell hollow concrete box, with circular piers made of solid concrete and 2 m in diameter. As an alternative to the steel composite section, the bridge uses two airtight steel boxes. While the size of the steel boxes is a first for Swedish bridges, the method is designed to both reduce the amount of steel needed in the structure as well as the amount of the structure that would need to be painted. The author also notes that the bridge uses a mixture of techniques not often seen together, including the partial use of scaffolding and the free-cantilevering method. Moreover, the arches are built using a combination of both falsework and the free-cantilevering method, rather than the selection of just one overall method.]]></description>
      <pubDate>Tue, 25 Sep 2007 12:28:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/835485</guid>
    </item>
    <item>
      <title>Sea of Change: A New Bridge in Abu Dhabi is Challenging Designers and Contractors Alike</title>
      <link>https://trid.trb.org/View/789629</link>
      <description><![CDATA[A new bridge in Abu Dhabi (United Arab Emirates) has been planned since 1991, but the asymmetrical arch design has provided many challenges for engineers.  The bridge is intended to be a gateway to the city, and will relieve congestion that is expected with proposed land development.  The engineers have faced some unusual issues from the bridge design inspired from the shape of sand dunes, including: large foundations, the lack of right angles in the cross-sections of the piers and asymmetrical arches that are actually bent box girders in a non-vertical plane.  Modeling the drawings of concrete forming, reinforcement and post-tensioning detailing were also large challenges for the contractor.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/789629</guid>
    </item>
    <item>
      <title>Providing the Finish for Sydney's New Rail Link</title>
      <link>https://trid.trb.org/View/788422</link>
      <description><![CDATA[The new rail link set to open in 2008 in Sydney, Australia is ahead of schedule due to optimal logistics, efficient on-site construction, and quick transport of six 130 ton shutters from Austria. The article gives a detailed overview of the TBM excavation work involved, tunnel waterproofing procedures, and the in-situ concrete lining design. The logistics involved in the placement of the six arch lining forms is described. The article concludes with a discussion regarding the shutter design and how the shutters were used in casting the concrete lining.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:36:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/788422</guid>
    </item>
  </channel>
</rss>