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    <title>Transport Research International Documentation (TRID)</title>
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Seismic Fragility Analysis and Postearthquake Recovery Studies of Medium-to-Small Span Bridges with Cast-in-Place or Precast Columns</title>
      <link>https://trid.trb.org/View/2761593</link>
      <description><![CDATA[To support bridge rehabilitation sequence optimization, seismic planning, and seismic economic loss estimation, this study develops nonlinear finite element (FE) models for representative medium-to-small span highway bridges with cast-in-place (CIP) and precast assembled piers in the southeastern coastal region of China. Thirty ground-motion records selected from the PEER Strong Motion Database and five material-uncertainty bridge models were combined to generate 300 nonlinear time-history analyses. Peak ground acceleration (PGA) was selected as the intensity measure (IM), and five engineering demand parameters (EDPs) were adopted: nonseismically designed pier curvature ductility, seismically designed pier curvature ductility, bearing displacement, abutment passive displacement, and abutment active displacement. At PGA = 0.85 g, nonseismically designed pier failure probabilities for CIP bridges were 0.75, 0.62, 0.42, and 0.35 from slight to complete damage, while the corresponding values for precast bridges were 0.17, 0.08, 0.06, and 0.04. Bearings remained the most vulnerable components in the precast bridge system, with probabilities of 0.91, 0.47, 0.36, and 0.22. The innovation of this study is the integrated comparison of CIP and precast assembled bridge systems by combining component fragility, system fragility, and postearthquake recovery indicators within one probabilistic framework. The results indicate that the precast pier scheme reduces pier fragility, especially under severe and complete damage states, but bearings and abutments remain critical components. A scenario-based recovery analysis assumes that modular replacement can shorten pier repair duration by 20%, giving 6, 24, 96, and 320 days for slight, moderate, severe, and complete damage, respectively; this assumption should be refined with project-specific construction data.]]></description>
      <pubDate>Tue, 18 Aug 2026 14:11:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761593</guid>
    </item>
    <item>
      <title>Monitoring the thermal characteristics of surrounding permafrost during bridge operation in unstable and high ice content permafrost site of the Qinghai-Tibet Plateau</title>
      <link>https://trid.trb.org/View/2690176</link>
      <description><![CDATA[Permafrost thermal behavior is a crucial factor for evaluating the engineering geological stability of permafrost regions. Human engineering activities can substantially alter the thermal behavior of the surrounding permafrost, particularly in regions characterized by unstable permafrost with high ice content. In this study, the permafrost thermal regime surrounding bridge piles in an unstable permafrost region with high ice content on the Qinghai-Tibet Plateau during operation was investigated based on temperature data monitored onsite from 2020 to 2025. The results demonstrated that the temperature recovery process in the permafrost surrounding the cast-in-place (CIP) pile was significantly slow. More than five and a half years post-concrete placement, the pile and the adjacent ground (0.75 m from the pile face) experienced sustained temperature increases when compared to the unaffected natural ground. The upper bridge deck resulted in a temperature reduction for the shaded CIP pile, which accelerated the permafrost temperature recovery around the CIP pile. However, the downward thermal development was gradual. Approximately four years were required for the temperature reduction observed at a depth of 6 m. Under climate warming conditions, the thermal stability of the permafrost-surrounding piles in this region requires sustained attention and monitoring.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2690176</guid>
    </item>
    <item>
      <title>Control of Cracking in Concrete Bridge Decks</title>
      <link>https://trid.trb.org/View/2712183</link>
      <description><![CDATA[According to AASHTO LRFD Bridge Design Specifications (LRFD BDS), there are two main methods of bridge deck design. The more analytical “Strip Method” tends to place a limit on rebar spacing. The limit is based on crack width limitations developed for building beams and adapted in the American Association of State Highway and Transportation Officials
(AASHTO) for flexural reinforcement in deck slabs several decades ago. The implied maximum crack width, according to the provisions of AASHTO, Article 5.6.7, for moderate exposure to corrosion is 0.017 in. Such limitation has been shown in practice to be prohibitive when high-strength rebars, whether corrosion resistant or not, are used. In the meantime, there does not appear to be adequate evidence that longitudinal cracks across the main transverse reinforcement are as dominant as transverse cracks across the secondary longitudinal bars. The second method is the “Empirical Design Method” in Chapter 9 of AASHTO LRFD BDS. This method gives prescriptive reinforcement based on full-scale testing performed in Ontario, Canada, in the 1970s. Interestingly, the Empirical Design Method results in lower rebar quantities than the more rigorous Strip Method. Further, the Empirical Design Method has no requirement for flexural crack control equations. Thus, it appears that the mechanics of load transfer in deck slabs need to be fundamentally examined.

The objectives of this research, limited to reinforced concrete bridge decks supported on structural steel or concrete girders, are: (1) To develop a comprehensive understanding of the causes of cracking in cast-in-place concrete bridge decks that are placed on girders. This may include full-depth precast concrete bridge decks. (2) To develop methods of controlling cracks by the identified causes. Such methods shall include concrete material properties, rebar types and properties, chemical admixtures, and curing methods. (3)        To review and modify the current AASHTO provisions relative to crack control. This would include the provisions of Article 5.6.7—Control of Cracking by Distribution of Reinforcement. Such revisions should be based on a rational interpretation of the available body of knowledge in addition to actual field demonstrations. (4) To examine the serviceability requirements for the Strip Method (Article 5.6.7) and the Empirical Design Method (Article 9.7.2).]]></description>
      <pubDate>Tue, 09 Jun 2026 16:01:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712183</guid>
    </item>
    <item>
      <title>Load Rating of Cast-in-Place Reinforced Concrete Box Culverts: State-of-the-Art Review</title>
      <link>https://trid.trb.org/View/2582065</link>
      <description><![CDATA[Cast-in-place (CIP) reinforced concrete (RC) box culverts are the most common type of culvert in the United States. As buried structures, the structural behavior of CIP RC box culverts under earth loads and vehicular live loads is not fully understood, and accurate load rating remains challenging. Relevant communities have conducted research and developed codes to achieve more realistic load ratings. This paper provides a comprehensive review of current guidelines, practices, and state-of-the-art research on load rating CIP RC box culverts. The review encompasses national standards, state procedures, standard plans, and publications from agencies and institutes. Additionally, commonly used structural analysis and rating software for culverts is introduced. The paper identifies and discusses key parameters and assumptions that affect load rating, and examines various analysis techniques, including 2-D analysis, 3-D analysis, and soil-structure interaction modeling. Using single-cell and multicell culvert examples, this paper conducts a study to quantify the influence of identified key parameters and analysis techniques, validating results from existing literature. The conclusion summarizes the findings, offers suggestions for load rating practices, and identifies areas requiring further investigation in future research.]]></description>
      <pubDate>Tue, 29 Jul 2025 09:46:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582065</guid>
    </item>
    <item>
      <title>Interface Shear Capacity of Basalt FRP-Reinforced Composite Precast Concrete Girders Supporting Cast-in-Place Bridge-Deck Slabs</title>
      <link>https://trid.trb.org/View/2437320</link>
      <description><![CDATA[Using composite precast concrete bridge girders supporting cast-in-place bridge-deck slabs is a cost-efficient method because it merges precast and cast-in-place elements while maintaining the monolithic construction’s integrity and continuity. In terms of horizontal shear transfer in composite girders, there is a lack of experimental data on the performance of full-scale fiber-reinforced polymer (FRP)-reinforced composite girders. This study explored an innovative and sustainable approach using noncorroding basalt fiber–reinforced polymer (BFRP) as shear transfer reinforcement in precast concrete bridge girders supporting cast-in-place concrete bridge-deck slabs. Five full-scale composite reinforced concrete T-beams measuring 4,200 mm in length, 420 mm in depth, and 250 mm in width were designed, cast, and tested until failure. The main experimental variables evaluated were the interface shear reinforcement type (BFRP versus steel stirrups), the interface shear reinforcement ratio (0.32% versus 0.48%), and the interface shear reinforcement shape (stirrups versus bent bars). The test results were analyzed in terms of ultimate horizontal shear stress, deflection, slippage, and shear reinforcement strain. The experimental results indicated that the BFRP shear reinforcement provided reasonable shear transfer capacities compared to steel when provided across rough concrete interfaces. In addition, the existing equations in North American bridge design guidelines yielded overly cautious predictions of the BFRP bars’ interface shear strength. The study conclusively demonstrates the viability and potential of using BFRP bars as shear connectors in composite precast concrete girders supporting cast-in-place bridge-deck slab applications.]]></description>
      <pubDate>Thu, 17 Oct 2024 15:24:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2437320</guid>
    </item>
    <item>
      <title>Effect of live loads on top slab of cast-in-place reinforced concrete box culverts</title>
      <link>https://trid.trb.org/View/2413046</link>
      <description><![CDATA[Reinforced concrete box culverts (RCBCs) designed according to old codes, using lighter truck weights (e.g., H15), may require posting when rated for current design and permit vehicles. When load ratings are calculated based on current AASHTO Specifications, they can be negatively affected by the conservative live-load attenuation through soil fill. This study evaluates the positive bending strains induced by live-load distribution through soil fill when load rating cast-in-place (CIP) RCBCs. Eighteen (18) single and multicell RCBCs in Kentucky were load tested and the effects of truck live loads analyzed. Fill heights, HF, varied from 0 m (0 ft) to 3.57 m (11.7 ft), clear cell spans, S, from 3.05 m (10.0 ft) to 6.71 m (22.0 ft), and culvert spans from 6.71 m (22.0 ft) to 18.59 m (61.0 ft). Field data were collected using strain gauges attached to the interior surfaces of culverts. Irrespective of how many cells the RCBCs had, strain variations with fill height in the top slabs were similar. At fill heights greater than 3.05 m (10.0 ft), maximum strains in the top slabs measured less than 10 microstrain, a value at which live-load effects are considered negligible. Combining live-load strains measured on the Kentucky culverts with ones from field tests in Missouri and Louisiana, a live-load tensile strain envelope is proposed to load rate the top slabs of RCBCs for positive bending when cell spans are less than 4.6 m (15.0 ft).]]></description>
      <pubDate>Wed, 04 Sep 2024 17:08:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2413046</guid>
    </item>
    <item>
      <title>Case Study on the Design and Construction of ACIP Piles to Remediate a Slope Failure and Construct a Permanent Retaining Structure</title>
      <link>https://trid.trb.org/View/2377715</link>
      <description><![CDATA[This is a case study for a site near downtown Houston, Texas, where augured cast-in-place (ACIP) piles were used to remediate a slope failure and to construct a permanent retaining wall to reclaim land lost from the slope failure in an urban environment. A small scarp along the top edge of a 30 ft (9.1 m) deep ravine was first seen in 1977, and progressive failure resulted in a 17 ft (5.2 m) high scarp by 2006. The movement along the slope resulted in residual soil parameters in two clay layers that reduced the available shear strength for remedial repair. The failure scarp was very close to an access road, and future progressive slope failures that would damage the road could not be tolerated. The initial phase of construction was to build a temporary wall using ACIP piles between the failure scarp and the access road to stabilize the slope, and for construction of a work access ramp down into the ravine. The work area at the base of the slide was so confined and the clay subsoils were so soft that a small track-mounted ACIP rig was required to drill the piles for the permanent retaining wall. The ACIP piles were reinforced with steel “W” beams due to the high shear and bending stresses, and to act as shear keys to prevent a deep seated slope failure. The 20 ft (6.1 m) retaining wall structure has been in service for more than 15 years, and no problems have been reported. This case study will summarize the history, identify the critical problems, discuss the use of finite element analysis (FEA) for the design of the retaining wall, and discuss the construction of the retaining wall.]]></description>
      <pubDate>Tue, 18 Jun 2024 17:22:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2377715</guid>
    </item>
    <item>
      <title>Revised Curing Practices for NDOT Bridge Decks to Minimize Restrained Shrinkage Cracks</title>
      <link>https://trid.trb.org/View/2387169</link>
      <description><![CDATA[Due to their high cement content and low water-to-cement ratio, cast-in-place concrete bridge decks are particularly susceptible to early-age cracking. This is often exacerbated by the shrinkage of the concrete when constrained by supporting girders. Such cracks can lead to significant issues, such as rebar corrosion and delamination, posing a primary concern for the Nebraska Department of Transportation (NDOT). Recognizing this challenge, recent and ongoing research initiatives at NDOT, including projects SPR-FY22(001)1 and SPR-P1 (19)
M0832, as well as ongoing studies at NDOT Materials & Research (M&R), have identified promising strategies to mitigate this issue. These strategies include internal curing, reduction in cementitious material content, and the use of innovative admixtures (e.g., E5® Internal Cure admixture), all aimed at reducing shrinkage-related cracking in bridge decks. The previous projects exemplifies a successful approach for reducing free and restrained shrinkage strains in concrete bridge decks by reducing cementitious material content by 50, 100, and 150 lbs per cubic yard and optimizing aggregate gradation. This approach is expected to significantly lower the likelihood of shrinkage cracking in concrete bridge decks. Despite the progress in reducing concrete shrinkage, there remains a gap in understanding regarding the feasibility of shortened curing durations when using lower-shrinkage mixtures.
]]></description>
      <pubDate>Tue, 04 Jun 2024 12:04:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2387169</guid>
    </item>
    <item>
      <title>Developing Load Distribution Formula for Louisiana Cast-in-place Reinforced Concrete Box Culverts</title>
      <link>https://trid.trb.org/View/2353378</link>
      <description><![CDATA[This report summarizes the results from an investigation of the behavior of cast-in-place (CIP) reinforced concrete (RC) box culverts. Load rating of CIP-RC box culverts has been a challenge for Departments of Transportation (DOTs) across the nation, including in Louisiana. Excessive conservatism built into the American Association of State Highway and Transportation Officials (AASHTO) Bridge Design Specifications (BDS) has led to situations where load posting, structural strengthening, or full replacement of culverts may be needed unless refined analysis methods are used to obtain more accurate results. Use of refined methods is a time-consuming burden to bridge engineers. Field inspections have not led to obvious conclusions that this class of culverts is under distress because of overloading, which was confirmed by an earlier project (Project 16-3ST) sponsored by the Louisiana Transportation Research Center (LTRC). This project was initiated to explore the potential for developing a live load distribution (LLDF) formula that produces more consistent results, removes unnecessary conservatism, and conforms to safety levels targeted by AASHTO-Load and Resistance Factor Design (LRFD) BDS. To address this challenge, a parametric study was conducted considering the key parameters known to influence the structural behavior of CIP-RC box culverts. The parametric study included 273 CIP-RC box culverts, which were analyzed using refined analysis methods to obtain more accurate results representing actual culvert behavior. Simplified analyses used by engineers were also conducted using several empirical LLDF formulas. A detailed study of the effects of various parameters on the straining actions was performed. Based on this study, the key parameters that affect live load distribution were identified, and a live load distribution formula was developed. The main advantage of the proposed formula is that it considers the secondary distribution of straining actions in the top slab, which is greatly affected by the wheel load position. Comparisons between AASHTO-LRFD BDS LLDF and the proposed LLDF formula were conducted to study how both formulae conform to AASHTO-LRFD BDS safety level requirements, as measured by the reliability index. The predictions of straining actions using the proposed LLFD formula were found to produce more consistent predictions than the AASHTO-LRFD BDS LLDF formula. The unnecessary conservatism in predicting positive moments was removed, while the inconsistency in predicting shear forces and negative moments was greatly reduced. Therefore, it is recommended that CIP-RC box culverts be designed and load rated using the developed formula.]]></description>
      <pubDate>Mon, 25 Mar 2024 17:12:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2353378</guid>
    </item>
    <item>
      <title>Study of Causes and Preventive Measures of the Support System Settlement Accident during Cast-In-Situ Bridge Construction: A Case Study</title>
      <link>https://trid.trb.org/View/2320591</link>
      <description><![CDATA[The failure of the support system is one of the primary reasons for bridge failures during construction. Existing research on support system failures primarily focused on falsework, with less attention given to other components such as Bailey beams, transverse beams, and steel pipe piles. This study focused on an incident where the support system of a cast-in-situ box girder bridge experienced settlement due to the failure of Bailey beams, transverse beams, and steel pipe piles. To thoroughly analyze the accident's causes, a multiscale elastic–plastic finite-element model of the support system was developed based on the actual on-site layout. By combining the results of the finite-element model with comprehensive on-site data, it was found that the support system settlement accident was caused by a series of construction errors, including the incorrect placement of the Bailey beams, excessive vulnerability in the steel pipe piles' support positions, and inadequate welding strength between the transverse beams. To prevent similar accidents from recurring, the design, construction, and supervisory parties should collectively ensure the consistency between design and construction and increase their attention to potential stress concentrations in certain components of the support system. When the possibility of stress concentration exists, Bailey beams should be reinforced with vertical or diagonal struts depending on their actual support positions, while steel pipe piles should be reinforced with annular steel plates higher than 500 mm.]]></description>
      <pubDate>Fri, 23 Feb 2024 16:24:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2320591</guid>
    </item>
    <item>
      <title>Limit State Design of CIP Post-Tensioned Concrete Box Girder Bridges</title>
      <link>https://trid.trb.org/View/2235717</link>
      <description><![CDATA[The cast-in-place post-tensioned box girder bridge has been a popular bridge type in the western United States, particularly in the state of California. This type of construction allows for an efficient and cost-effective alternative, while being a very aesthetically pleasing structure. While post-tensioning provides the required service strength, the monolithic pier construction enhances the seismic performance of the bridge. Due to the relatively high torsional rigidity, these bridges have typically been designed as a unit, rather than individual girders. The LRFD specifications have introduced several changes that affect the design of this type of bridge. These include live load application, live load distribution factors, live load reduction due to skew, loss of prestress and post-tension, partial prestressing, and revised load factors and load combination Limit States. As the implementation of the LRFD continues for this type of bridge, the effect of the new specifications needs to be understood. This paper will present some of the key issues affecting the CIP box girder bridges. Analytical results comparing the AASHTO Standard and LRFD specifications will be presented to highlight their differences.]]></description>
      <pubDate>Fri, 17 Nov 2023 11:32:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235717</guid>
    </item>
    <item>
      <title>Full-scale experimental study on precast bridge column with grouted sleeve connections and large-diameter reinforcing bars</title>
      <link>https://trid.trb.org/View/2231138</link>
      <description><![CDATA[In this study, a full-scale bridge column with grouted sleeve (GS) connections and large-diameter (40 mm) reinforcing bars was investigated experimentally and numerically with comparison to a reference cast-in-place (CIP) column. Finite element models were established at the OpenSeesPy platform and validated against experimental results. Consequently, empirical equations are developed to predict effective rotational stiffness, post-yield stiffness ratio, ultimate moment, and ultimate rotation of joint sections. And the predicted parameters by empirical equations are compared with the calibrated parameters from the numerical analysis results. Finally, a simplified bilinear rotational spring was proposed to simulate strain penetration in GS and CIP columns. The availability of the simplified simulation method of strain penetration effects was confirmed with the numerical simulation results of full-scale tests. Results indicate that the failure mode, crack pattern, deformation, and resistance mechanism of the GS column are different from that of the CIP column. The first yield and maximum lateral load of the GS column are 6%, 5% larger than the CIP column, and the ultimate lateral displacement of the GS column is 96% of the CIP column. The numerical models generally matched well with the load–displacement curves and joint opening of tested columns. The simplified bilinear rotational spring with predicted parameters is effective in simulating strain penetration in GS and CIP columns.]]></description>
      <pubDate>Wed, 13 Sep 2023 17:11:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2231138</guid>
    </item>
    <item>
      <title>Deterministic and Probabilistic Analyses of the Bearing Capacity of Screw Cast in Situ Displacement Piles in Silty Soils as Measured by CPT and SDT</title>
      <link>https://trid.trb.org/View/2201221</link>
      <description><![CDATA[The bearing capacity of screw cast in situ displacement piles is mostly unexplored. There is also insufficient research on piles in silty soils. Therefore, five cone penetration tests (CPT) and one piezocone penetration test (CPTu) using direct methods were utilised to determine the load-bearing capacity of four displacement piles in Estonia. In addition to the CPT sounding data, static-dynamic test (SDT) results were used to analyse the load-beating capacity of the piles. Both deterministic and probabilistic methods were used in the analysis. Characteristic values as a 95% reliable mean and 5% fractile values for sounding parameters, according to the Eurocode 7, were included. Additionally, Monte Carlo simulation was included in the reliability-based design (RBD). The bearing capacities of screw cast in situ displacement piles in silty soils, here based on the CPT and SDT sounding data, were similar. The adaptation of SDT results for the CPT direct methods for pile load-bearing capacity analysis certainly deserves attention and further investigation. For both sounding types, the Eurocode 7 method provided the best results for all piles. The results of pile-bearing capacities in the absolute difference varied within ±11% between the average, RBD and characteristic values.]]></description>
      <pubDate>Mon, 24 Jul 2023 16:37:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2201221</guid>
    </item>
    <item>
      <title>Creep and Shrinkage Effects in Segmental Bridges</title>
      <link>https://trid.trb.org/View/2149747</link>
      <description><![CDATA[Segmental bridges started in the United States in the early 1970s with the precast Corpus Christi Bridge in Texas and the Pine Valley Bridge in California. Since then, the effect of creep and shrinkage effects on segmental precast and cast-in-place bridges has been under constant debate. Many design engineers, however, are still unsure what effect creep and shrinkage has on the final stresses of the structure. Shrinkage is the property of concrete to change in volume independently of the loads it sustained. Both creep and shrinkage are time-dependent deformations and may occur concurrently. In this paper, the writers present a parametric study by comparing results of structural analyses with and without consideration of creep and shrinkage effects. All structural analyses have been carried out using TANGO, a commercially available software specially designed to handle this type of structures.]]></description>
      <pubDate>Thu, 20 Apr 2023 17:17:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2149747</guid>
    </item>
    <item>
      <title>Dynamic Response of Segmental Lining Tunnel</title>
      <link>https://trid.trb.org/View/2131355</link>
      <description><![CDATA[This article presents an investigation into the seismic response of a shallow-buried tunnel in rock. The tunnel had two sections. One section was lined with prefabricated segments and cast-in-place inner lining, and the other section was lined with only prefabricated segments. A series of shaking table tests simulated the seismic response of the segmental lining tunnel. Test cases considered different input directions, two earthquake intensities, and two earthquake motions. Accelerometers measured the acceleration response of the tunnel structure. Numerical simulations were also employed to validate the test model and to study the deformation of the tunnel structure. Based on the test results, the dynamic responses at the arch crown and invert were presented, and then the acceleration, Fourier spectrum, and Arias Intensity were selected to discuss the dynamic characteristics of the tunnel in different cases. The results showed that the seismic responses in the direction perpendicular to the exciting direction were negligible when one-way input motion was applied. The arch crown showed larger accelerations than the invert, with the differences of 13.1 % and 5.0 % at the section without inner lining and the section with inner lining, respectively. The peak acceleration of the section with inner lining was 34.2 % larger than the section without inner lining in the transverse direction; whereas the inner lining had small influences on the accelerations in the longitudinal direction. In addition, the inner lining was able to reduce the deformation of the tunnel; especially, the joint extension at the section with inner lining was only 33 % of the extension at the section without inner lining.]]></description>
      <pubDate>Tue, 21 Mar 2023 09:17:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2131355</guid>
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