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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>
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      <title>World Record 5.2 km HDD Twin Crossings of the Hong Kong Harbor</title>
      <link>https://trid.trb.org/View/2027286</link>
      <description><![CDATA[To meet the fuel demands of the expanded Hong Kong International Airport (HKIA), new twin aviation fuel pipelines were installed using horizontal directional drilling (HDD) by Langfang Huayuan Mechanical and Electrical Engineering Co., Ltd.  The new pipelines included two parallel pipes with drive lengths of 17,060 ft. (5.2 km) each, a diameter of 20” (508 mm), and a buried depth of 330 ft. (100 m) under the seabed.  The $1.3 billion HKD ($165.63 million USD) project started in early 2016.  The first pipe installation was completed on December 27, 2017, and the second on March 9, 2018.  The overall project duration was 30 months, which included 6 months for onsite preparation and 4 months stoppage due to the breeding season of the egret, a small bird.  The length set a world record for HDD. As expected, the pipeline installation experienced numerous difficulties and challenges including pilot hole directional control, drilling fluid management, reaming torque, pullback force, and project management. The contractor optimized HDD intersect technology with an innovative “handshake” pilot hole drill-bit for the crossing. Additionally, they also utilized a global position system (GPS), sea surface ship positioning system, and geomagnetic sensing system to accurately guide the pilot hole. In order to reduce the reaming torque, a series of unique specialty reamers were developed for the extra-long distance reaming process. Accordingly, the contractor used a novel high-performance drilling fluid to meet the requirements of cuttings transportation and borehole stability. During the pipe pullback process, a redesigned thruster was used to protect the anticorrosive coating of the steel pipes. Additionally, the modular equipment accelerated the construction period greatly. With the aid of innovation and key drilling parameters, the contractor completed the world’s longest HDD crossing project successfully. Experiences learned in this project can be used as the HDD industry continues to break distance records.]]></description>
      <pubDate>Thu, 06 Oct 2022 16:51:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2027286</guid>
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      <title>Tapertube Pile Capacity Prediction: Pile Driving Analyzer versus Static Load Test</title>
      <link>https://trid.trb.org/View/1850794</link>
      <description><![CDATA[John F. Kennedy (JFK) Airport in New York City is experiencing modification and expansion to meet the increased traveling demand. New terminals are being built supported on piles. The soil formation at the site generally consists of sandy fill, followed by a 5-ft thick organic soft layer. Below the organic layer, deep deposits of glacial sand exist with increased density with depth. Tapertube pipe piles are very efficient in this type of soil conditions. The piles achieve capacity through skin friction along the tapered section. The Nordlund method is generally used to estimate static axial capacity of the tapertube pile. This paper discusses the different analytical methods to predict pile axial capacity and presents assumptions using the Nordlund method for tapered piles that were designed for the expansion of the American Airlines Terminal 8 at JFK Airport. The piles consisted of an 8-in. tip diameter and 14-in. butt diameter with a 15 ft long tapered section plus extension. The paper includes the pile driving analyzer (PDA) results, discussing both CASE and CAPWAP methods. A static load test was also performed, and the results are compared with the PDA results. Lessons learned from this project are shared to help the engineering community with future design and construction of similar projects.]]></description>
      <pubDate>Wed, 30 Jun 2021 11:59:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1850794</guid>
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      <title>Australian Light Rail and Lessons for New Zealand</title>
      <link>https://trid.trb.org/View/1693155</link>
      <description><![CDATA[The populations of Wellington and Auckland are forecast to increase and in both cities, Light Rail is seen as a way of meeting future transport demands in an environmentally considerate way. Over the last decade, there have been several Light Rail projects in Australia that have had varying degrees of success. This paper looks at them through the eyes of eight Australian experts who were asked to provide some ‘bullet points’ about what they saw as noteworthy and of relevance to New Zealand. Their ideas have been interworked amongst observations about costs, construction disruption, route planning, performance and economics, demand and wider city development and tourism appeal. Cost comparisons are also made with Heavy Rail and Busway projects. If nothing else, this paper shows that retrofitting mass transit public transport into Auckland and Wellington to cater for increasing populations will be expensive.]]></description>
      <pubDate>Mon, 16 Mar 2020 11:59:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693155</guid>
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      <title>Brisbane airport rail link construction, operation and maintenance perspectives</title>
      <link>https://trid.trb.org/View/1639510</link>
      <description><![CDATA[The Brisbane Airport Rail Link (BARL) was successfully opened on 7th May 2001. The 8.5km rail link is the longest rail viaduct in Domestic Terminals, it connects Brisbane Airport with Brisbane suburban network and Gold Coast. The Brisbane Airport Rail Link has been designed and constructed at all levels to ensure compatibility with the Queensland rail network, ensuring integration and seamless transfer of passengers into the existing rail system. A challenge to which Transfield Construction has delivered.]]></description>
      <pubDate>Fri, 19 Jul 2019 14:28:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1639510</guid>
    </item>
    <item>
      <title>The effect of airports on regional development: Evidence from the construction of regional airports in Norway</title>
      <link>https://trid.trb.org/View/1483489</link>
      <description><![CDATA[This paper estimates the effect of airports on regional development using the substantial increase of airports in the 1970s in Norway as the source of variation. The effects are estimated using a difference-in-difference design by comparing municipalities with a shorter distance to the nearest airport (treated) to three sets of control municipalities. As regional impacts, the paper considers population and employment at the municipality level. The results demonstrate a positive but not significant effect on population and employment. The point estimates indicate that the population in municipalities near the constructed airports increased by 5% from 1970 to 1980, but the overall imprecision of the estimates makes it impossible to reject the hypothesis that the airports had no regional impacts.]]></description>
      <pubDate>Wed, 27 Sep 2017 10:17:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483489</guid>
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    <item>
      <title>Orange is the New Black...Enhanced Airfield Signage to Improve Situational Awareness in the Vicinity of Aerodrome Construction Works</title>
      <link>https://trid.trb.org/View/1454111</link>
      <description><![CDATA[This article focuses on the use of different color signage for for preventing accidents by increasing pilot awareness during taxing, which in turn will improve safety. Specifying new signage systems means identifying specific messages and selecting graphical appropriate presentations. The article describes how yellow signs are currently being used for communication of regular information such as direction signs and markings and the Federal Aviation Administration (FAA) Airport Construction Advisory Council of the United States and agencies in other countries are studying the use of orange signs for construction signs at airports.]]></description>
      <pubDate>Wed, 01 Mar 2017 09:05:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1454111</guid>
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      <title>PHX Sky Train Phase 1—The Interaction of Structural and Geotechnical Design Considerations</title>
      <link>https://trid.trb.org/View/1397709</link>
      <description><![CDATA[The PHX Sky Train project is a key linkage in the City of Phoenix, Arizona, Department of Aviation’s multimodal facility which integrates Phoenix Sky Harbor Airport with the City’s eastern transit (Valley Metro) hub. This local project consists of a series of different bridge types, built to support the operation of the airport’s new transit system, as it stretches from the multi-modal center and 44th St. to the Phoenix Sky Harbor Airport Terminals 3 and 4. These include: (1) steel girder superstructures, (2) cast-in-place post-tensioned, (3) a precast, pre-stressed post-tensioned, pedestrian bridge along with (4) a signature cast-in-place structure spanning an airport taxiway. Along with these differing bridge types, came complex geotechnical requirements and in-situ conditions. The design of the large diameter drilled shafts supporting the elevated guideway was complicated by space constraints, due to the elevated guideway alignment being situated adjacent to existing buildings, retaining walls, a baggage cart tunnel, and between an existing retaining wall and an existing high-pressure jet fuel line, all of which had to remain in service during construction. The foundation system supports relatively high axial loads, lateral loads and moments due to the height of the guideway above the ground surface, where it needs to pass over existing concourse walkways, bridges, a taxiway and buildings. The extreme design requirements, together with difficult ground conditions at the site, resulted in several challenges in the design of the deep foundation system. Built under the construction manager-at-risk (CMAR) contract structure, the project was built in multiple phases to accommodate the schedule of the METRO opening in winter 2008. Its design was a puzzle of a series of separate contracts that required tight coordination between multiple designers and stakeholders. Multiple system and design coordination meetings were held by the designers in conjunction with the client (City of Phoenix, Department of Aviation) and the selected contractor. Attendees will take away both technical and managerial lessons-learned from this complex transportation project. Complex environmental demands required a series of innovative design solutions. Moreover, the tight, multi-phase schedule and CM@R design paradigm presented many management challenges which will be discussed.]]></description>
      <pubDate>Thu, 26 May 2016 14:50:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1397709</guid>
    </item>
    <item>
      <title>Fast track planning and design and build of a new runway at Mthatha airport</title>
      <link>https://trid.trb.org/View/1404873</link>
      <description><![CDATA[Mthatha Airport was a small regional airport in a remote part of South Africa, close to the home of the late Nelson Mandela. It was expected to play a key role during Mandela’s funeral, but the existing airside infrastructure was inadequate to cater for the international high visibility event. Authorities moved to improve the airside infrastructure as matter of national priority and urgency. This resulted in the fast track planning, design and build project of a new FAA group V/ICAO Code 4E runway at Mthatha airport. The upgrade had to be completed within 8 months, and before the funeral occurred. This paper describes the following technical aspects: planning the runway geometric layout and obstacle limitation surfaces; procurement of quality materials and innovative drainage provisions in a high rainfall region; pavement design using FAARFIELD, then adjusting to local materials and design norms using linear elastic models; adapt the fast track approach to the opportunities offered by materials and paving technologies available in this remote region; rapid stage construction solutions to enable emergency use of the airport by large aircraft in case the high visibility event occurred prematurely. This project was successfully completed within the short time limits and interim goals of possible emergency use. The technical challenges led to a number of innovative material and design utilizations in a logistical challenging remote rural area. The project was set within a fast tracked procurement process and shifting responsible client government implementing agencies.]]></description>
      <pubDate>Fri, 22 Apr 2016 11:18:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404873</guid>
    </item>
    <item>
      <title>Major construction projects at airports: Client leadership of health and safety</title>
      <link>https://trid.trb.org/View/1402377</link>
      <description><![CDATA[The author contends that when employing contractors to deliver large projects, it is not enough for the client to rely on national legislation and a compliant contractor to minimise risk on the work site and to achieve good levels of health and safety for the workers and the public. Rather, the client should take a strong leadership and collaborative role in working with the contractor to change the attitudes, behaviour and safety culture on the site. Airport managers should have a good understanding of the quality and safety management systems involved in their engagement with aviation. This leaves them ideally positioned to assist construction contractors in achieving cultural change in health and safety. This paper shows how this has been done at Wellington Airport.]]></description>
      <pubDate>Fri, 22 Apr 2016 10:47:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1402377</guid>
    </item>
    <item>
      <title>Sustainable construction relies on shared goals</title>
      <link>https://trid.trb.org/View/1240015</link>
      <description><![CDATA[This article takes a look at the various ways in which green (sustainable) design and construction uses the collaborative efforts of the owner, designer and contractor, when it comes to airports and their support structures. Case studies of airports are presented, along with discussion of issues, such as energy services, waste diversion, mainstreaming green construction, and project delivery methods.]]></description>
      <pubDate>Tue, 19 Feb 2013 08:53:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1240015</guid>
    </item>
    <item>
      <title>Airport relocation and expansion and the estimation of derived tourist demand: The case of Eilat, Israel</title>
      <link>https://trid.trb.org/View/1214430</link>
      <description><![CDATA[This paper looks at capacity expansion relating to an airport and the derived tourist demand that this facilitates. The context is the airport relocation planned for the tourist destination of Eilat, Israel. The paper addresses three issues. First, using a multi-regional input output model for Israel, the authors estimate the magnitude of the static inter-sectoral impacts associated with airport construction and operation and their impact on the regional and national economy. Second, the authors focus on the lag effects in this process as increased tourism demand does not elicit an immediate response on the supply side in terms of new hotel investment. Third, on the demand side, the authors estimate additional tourism expenditure in non-hotel activities over the period that the market adjusts and beyond.]]></description>
      <pubDate>Mon, 01 Oct 2012 09:20:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1214430</guid>
    </item>
    <item>
      <title>Improving project quality delivery through quality management system: an experience in managing client expectations in KLIA project</title>
      <link>https://trid.trb.org/View/1210311</link>
      <description><![CDATA[]]></description>
      <pubDate>Sat, 25 Aug 2012 00:34:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1210311</guid>
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    <item>
      <title>Critical path method in developmental works at Sydney (Kingsford Smith) Airport</title>
      <link>https://trid.trb.org/View/1209354</link>
      <description><![CDATA[This report covers the use of critical path methods as applied to the design and construction stages of major developments at Sydney (Kingsford Smith) Airport.  The provision of time scaled networks in conjunction with computer printouts is related as being of advantage on one of the works. Conclusions are drawn with regard to the use of the method for design and contract and construction, and the point is made that critical path techniques have aided considerably in design and construction planning (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 23:45:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1209354</guid>
    </item>
    <item>
      <title>Sydney airport access road - aqueduct underpass structure</title>
      <link>https://trid.trb.org/View/1197540</link>
      <description><![CDATA[This project does not fit neatly into one particular type or category. It could best be described as a submerged bridge.  It is also a marine structure and an important safety facility.  Its unusual design called for a 142 tonne precast concrete unit to be floated into position and sunk on to its foundations.  Furthermore, it was a project which had to be designed and documented very quickly: only five weeks passed from commencement of work to conceive the project to the completion of tender drawings.  The cost of the project was approximately $0.5 Million.  The importance of the project to the community is considerable.  The details are discussed in the paper, but it suffices to say that without this project, the operation of the east west runway at Sydney airport and the department of main roads' construction of the city/ airport link road would not have been compatible. The freeway extensions intruded into the landing trajectory at the eastern end of the runway, necessitating an extension of the runway end safety area at the western end. The aqueduct underpass structure described herein enabled the runway end safety area to be extended, and thereby provided the solution to a problem which would have major consequences (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:35:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197540</guid>
    </item>
    <item>
      <title>Air-quality and noise issues in environmental planning</title>
      <link>https://trid.trb.org/View/1187260</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 07:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1187260</guid>
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