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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>KINGSTON BRIDGE, GLASGOW: STRENGTHENING AND RE-ARTICULATION</title>
      <link>https://trid.trb.org/View/475965</link>
      <description><![CDATA[Kingston Bridge carries the M8 Motorway over the River Clyde immediately west of Glasgow City Centre.  The bridge comprises a linked pair of triple cell, variable depth, post-tensioned concrete superstructures having a 143m main span over the river and two side spans of 62 meters carrying the motorway some 18 meters above the street level.  The bridges were constructed between 1967 and 1970 in in-situ post-tensioned concrete using the balanced cantilever method.  The relatively short side spans contain ballast concrete placed within the deck cells at the outer ends to generate positive reactions at the end support under the permanent loads.  Post-tensioning consists of single and 4 bar Macalloy tendons longitudinally in the top and bottom slabs of the main and side spans and single bar vertical tendons in the webs.  The reinforced concrete piers and pile caps are supported on a combination of bored cast in-situ concrete and steel "H" piles carrying load through the overlying alluvial sands and gravels to the sandstone bedrock some 30 meters below ground level.  The foundations of the main piers lie immediately to the rear of the River Clyde Quay Walls, significant lengths of which have been subjected to multiple strengthening and failures over the years.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475965</guid>
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    <item>
      <title>BOSTON BLAZE BREEDS BETTER TRACK</title>
      <link>https://trid.trb.org/View/270031</link>
      <description><![CDATA[After the multi-track timber trestle approach to Boston's North Station was destroyed by fire early in 1984, Massachusetts Bay Transportation Authority elected to rebuild the station facilities at the same time it was to have the trestle reconstructed.  Modernization of the station had already been scheduled but it was decided to undertake a $14 million project for simultaneous work on both the bridge and 10-track terminal on an expedited schedule with train service to resume in late April.  Several consultants and construction groups worked simultaneously on various facets of the expedited project. It was possible to salvage the submerged piling which was not fire damaged.  Atop this was installed a precast concrete superstructure forming the new ballast-deck trestle.  While this simplified use of preassembled turnouts and continuous welded rail on the bridge, it was decided to install terminal trackage on direct-fixation concrete slabs.  The low-level concrete platforms at the station are designed for eventual conversion to a high-level arrangement.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270031</guid>
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    <item>
      <title>ORE. QUESTION D 101. MEASUREMENT OF THERMAL EFFECTS ON TRACK AND STRUCTURE ON A FOUR SPAN REINFORCED CONCRETE BRIDGE WITH LONG WELDED RAILS LAID ON BALLAST, BELONGING TO THE RATP (RU DE MAUBUE VIADUCT)</title>
      <link>https://trid.trb.org/View/190866</link>
      <description><![CDATA[This report contains the results of measurements carried out on a hyperstatic railway bridge designated as a pre-stressed concrete box section.  The viaduct has 4 spans that are approximately equal and its total length is 127.30 m.  The bearings are special units made of a type of neoprene known as Tetron.  The two tracks are laid in ballast and have UIC 60 rails attached to heavy reinforced concrete sleepers of type RS.  This report describes the variations of the temperature of the rails and the bridge deck with time, the stresses in the rails and displacements of the rails and the bridge deck.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/190866</guid>
    </item>
    <item>
      <title>OPEN ANTI-DAMP INSULATING SYSTEM FOR STEEL AND CONCRETE RAIL BRIDGES WITH CONTINUOUS BALLAST BED</title>
      <link>https://trid.trb.org/View/181697</link>
      <description><![CDATA[The current trend in anti-damp insulation for rail bridges is to use an open insulating method. This consists of a system which does not require protection against the negative effects of the ballast.  The article describes the results of studies and practical experience gained from the use of different types of epoxy substances in the construction of rail bridges with continuous ballast bed in Czechoslovakia.]]></description>
      <pubDate>Sat, 30 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/181697</guid>
    </item>
    <item>
      <title>QUICK-SET GROUT/BINDER FOR NEC BRIDGE</title>
      <link>https://trid.trb.org/View/166270</link>
      <description><![CDATA[Replacement of an aging concrete bridge deck with eight precast concrete ballast-deck segments on a Northeast Corridor bridge was facilitated by use of a polymer concrete as a self-leveling grout and structural binder. The fast-setting of the grout on the original bridge girders enabled Amtrak maintenance forces to complete the rehabilitation rapidly on a busy four-track mainline.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166270</guid>
    </item>
    <item>
      <title>BRAKING AND ACCELERATION FORCES ON BRIDGES AND INTERACTION BETWEEN TRACK AND STRUCTURE. THERMAL PHENOMENA IN THE INTERACTION BETWEEN CWR AND STRUCTURE ON TWO RATP REINFORCED CONCRETE BRIDGES OF 35 M LENGTH (WITH TRACK LAID ON BALLAST AND WITH TRACK LAID DIRECT)</title>
      <link>https://trid.trb.org/View/15565</link>
      <description><![CDATA[This report presents the results of the measurements taken on a reinforced concrete three-span railway bridge of 35 m length with statically indeterminate structure consisting of two adjacent but independent decks, one carrying track laid on ballast and the other with track laid direct, with special Tetron type neoprene bearing devices.  The report describes the variations with time of the stresses in the CWR, the variations of the forces at the bearings due to the temperature of the rails and that of the bridge, and the variations in longitudinal displacements of bridges and rails.  It establishes certain correlations between these variations and analyses the results obtained.  In particular, it contains a comparison table of these variations between the bridge with track laid on the ballast and the bridge with track laid direct.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15565</guid>
    </item>
    <item>
      <title>LAYING BALLASTED TRACK ON LATTICE GIRDER BRIDGES</title>
      <link>https://trid.trb.org/View/160376</link>
      <description><![CDATA[Using 2 examples each including 4 types of profile, a study is made of the problems involved in laying track and ballast on lattice girder bridges.]]></description>
      <pubDate>Tue, 30 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160376</guid>
    </item>
    <item>
      <title>TRACK-STRUCTURE INTERACTION PHENOMENA UNDER THE EFFECT OF TEMPERATURE VARIATIONS WHEN LONG WELDED RAILS ARE LAID</title>
      <link>https://trid.trb.org/View/154204</link>
      <description><![CDATA[The investigation described, which was carried out with the intention of creating a theoretical model from measurements taken on site, has enabled a law to be established for rail-support stresses (rail-base-plate-sleeper-ballast-decking, for ballasted bridge decks which are the subject of this study) and rules to be formulated which are applicable to structures on the new Paris-Lyons line in France.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154204</guid>
    </item>
    <item>
      <title>REPLACING OR MAKING HEAVY REPAIRS TO BRIDGES HAVING CONTINUOUS WELDED RAIL</title>
      <link>https://trid.trb.org/View/79719</link>
      <description><![CDATA[This committee report discusses the laying of continuous welded rail on bridges and methods for replacing ties and stringers, of repairing waterproofing of ballast deck bridges and of restoring top flanges of steel bridges.]]></description>
      <pubDate>Tue, 14 Nov 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79719</guid>
    </item>
    <item>
      <title>MISSOURI RIVER BRIDGE GETS EPOXY-BONDED PRESTRESSED SLAB DECK</title>
      <link>https://trid.trb.org/View/79509</link>
      <description><![CDATA[Alterations to approaches, one 2000 feet long, avoid need for even more extensive repairs and also give increased lateral rigidity and improved riding characteristics.]]></description>
      <pubDate>Tue, 31 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79509</guid>
    </item>
    <item>
      <title>DISTURBANCE OF TRACK-BED AT JUNCTIONS WITH BRIDGES</title>
      <link>https://trid.trb.org/View/71855</link>
      <description><![CDATA[Study of the causes of deterioration at gaps on the track between the ballast and the bridge.  Possible solutions for construction and maintenance to ensure satisfactory continuity; case of bridges with long spans and ballastless track.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71855</guid>
    </item>
    <item>
      <title>BRAKING AND ACCELERATION FORCES ON BRIDGES AND INTERACTION BETWEEN TRACK AND STRUCTURE. BRAKING AND STARTING TESTS ON A CFF TWO-SPAN (2X15M CONTINUOUS BEAMS) CONCRETE BRIDGE BALLASTED TRACK</title>
      <link>https://trid.trb.org/View/15399</link>
      <description><![CDATA[The report gives results of measurements obtained in braking and starting tests on a two-span concrete bridge with continuous ballast bed, each span being 15 m.  The distribution of braking and starting forces in abutments, piers, rails and ballast bed is shown.]]></description>
      <pubDate>Thu, 04 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15399</guid>
    </item>
    <item>
      <title>REPORT ON ASPHALT TREATMENT OF BALLAST AND BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/33998</link>
      <description><![CDATA[This report deals with the asphalt ballast treatments made during 1960 on five roads and the bridge deck treatments on two roads.  In addition, a progress report is presented on the nine track sections and one bridge project treated in 1959.  The general features of these latter projects were described last year and appear in the Proceedings, Vol. 61, 1960, page 715. These treatments are the result of the research project jointly sponsored by the Roadway and Ballast Committee of the American Railway Engineering Association, of the Asphalt Institute and the Research Department of the AAR.  Special equipment for the process has been developed and used, the description of which appears in the Proceedings, Vol. 60, 1959, page 712.  The applications were made possible by the complete and excellent cooperation of the participating railroads who bore the cost of the materials and application with such technical assistance as required from the staff of the Asphalt Institute and the AAR.  The special equipment has been made available upon request to any railroad without charge.  It is expected that after revisions and repairs indicated during service in 1960 they will also be available to Member Roads in 1961 upon request to the Research Department, AAR.  Some difficulty was experienced with the equipment on this project and full coverage was not obtained under the rail, through the restricted station area.  Also, the application of the cover coat was not fully uniform.  The project appeared fairly satisfactory upon completion.  The 1960 ballast treatments covered a wide range of conditions.  They will be valuable in determining the effects of climate and track characteristics on such treatments.  Work this year has further demonstrated that good coverage can be obtained which should serve very effectively toward tie preservation and protection of track fittings against corrosion.  With the use of extended spray nozzles directed under the rail, full coverage and a good seal of the full ballast section was obtained in most cases, particularly where there was an opening under the rail in the cribs.  The equipment in transfer movements from project to project indicated several deficiencies in security fastenings and appreciable damage occurred.  This damage at times interfered with full production on the treatments reducing efficiency and raising costs to some extent. Careful note has been made of all sub-standard conditions and plans have been made for their correction including a number of betterments.  If programs during 1961 indicate the need for the cars these changes will be made prior to the season and the cars will be available without charge to the roads on request to the Research Department, AAR.]]></description>
      <pubDate>Thu, 29 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33998</guid>
    </item>
    <item>
      <title>PREPARATION OF AXLE LOADS</title>
      <link>https://trid.trb.org/View/15778</link>
      <description><![CDATA[The above report contains details of a series of 13 experiments carried out on 4 sections of slabs having 2 incorporated girders, together with ballast, in order to ascertain the transversal distribution of the axle loads. The pressure of the ballast on the slab, as well as the alterations in the shape and the position of the supports used for the sections of slabs, having a width of 4.00 metres, and a length of 1.95 metres, were measured in the case of loads of 100 KN, 200 KN and 300 KN.  The most important results obtained were as follows: (1) the pressure of the ballast distributed under the two halves of the sleeper in the form of a two-nipple curve, is concentrated in the area under the rail; (2) the centers of gravity of the two nipples move, when an increasing load is applied to the slab, as distinct from the latter's supports; (3) it is proposed to make use, as the equivalent load on the slab, of two rectangular loads, whose centers of gravity coincide with those of the measured curves of the pressure of the ballast; and (4) formulae and diagrams are shown to establish the position of the centres of gravity.  Their application ensures values which are closer to the reality than the hypotheses adopted up to the present.]]></description>
      <pubDate>Thu, 20 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15778</guid>
    </item>
    <item>
      <title>1963 CONDITION REPORT ON ASPHALT TREATMENT OF BALLAST AND BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/33960</link>
      <description><![CDATA[All of the asphalt treated ballast test sections applied in 1959 and 1960 on various railroads and a representative number of the bridge deck treatments on the Pittsburgh and West Virginia Railway applied in 1959 and 1960 were inspected during the summer and fall of 1962 by representatives of AAR and Asphalt Institute.  Results of inspections are given in report.]]></description>
      <pubDate>Tue, 29 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33960</guid>
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