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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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      <title>The Arousa Island bridge: complete refurbishment and 10 years analysis description</title>
      <link>https://trid.trb.org/View/2452427</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452427</guid>
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      <title>Investigation, assessment and management of ASR in precast prestressed concrete deck units and piles: 2020–22</title>
      <link>https://trid.trb.org/View/2427484</link>
      <description><![CDATA[Queensland Department of Transport and Main Roads (TMR) has over 3,300 bridges and major culverts in its asset base. Around 40% of these (approximately 1,320) have superstructures based on transversely stressed precast prestressed concrete deck units and a significant number of bridges also have precast prestressed concrete piles. A review of the TMR bridge inspection database found that there are around 350 bridge structures where mention is made of cracking in these components (deck units and piles) that is attributed to some form of alkali silica reaction (ASR) related deterioration, typically longitudinal cracking in the soffit of the superstructure of deck unit bridges, and longitudinal cracking in the faces of the piles. The overall aim of the S59 project was to gain a greater understanding of the impacts of ASR deterioration on the structural capacity of transversely stressed precast prestressed concrete deck unit bridges and develop guidance for TMR bridge practitioners regarding appropriate management practices for such bridges.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:14:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427484</guid>
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      <title>Guide to bridge technology, part 7: maintenance and management of existing bridges</title>
      <link>https://trid.trb.org/View/2378042</link>
      <description><![CDATA[Austroads Guide to Bridge Technology provides bridge owners and agencies with advice on bridge ownership, design procurement, vehicle and pedestrian accessibility, and bridge maintenance and management practices. The Guide has eight parts. Part 7 discusses the structural management of existing bridges in practical technical terms. It documents practices relevant to forward works programming, inspection, recording, reporting, evaluation of bridge condition and fitness for purpose. Bridge testing and structural monitoring, such as available monitoring technologies and instrumentation, are discussed. Technical rehabilitation and strengthening treatments are also included.]]></description>
      <pubDate>Thu, 09 May 2024 08:47:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378042</guid>
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      <title>Development of IoT based bridge health monitoring system: a work in progress</title>
      <link>https://trid.trb.org/View/2367041</link>
      <description><![CDATA[Bridges are critical infrastructure, connecting people and places across the world and facilitating the transfer of goods and resources. Bridge failure can lead to large economic and political ramifications, which highlights the importance of Structural Health Monitoring (SHM) and maintenance particularly under varying environmental effects and variable loads. Reliable bridge health monitoring is essential for the timely maintenance response. Traditional wire-based technologies for structural health monitoring can be costly, time consuming and sometimes unsafe to install due to the complex structures of the bridges, and the size and weight of this equipment and heavy load of traffic. New advancements in technologies like miniaturized sensors, low power wide area network communication, cloud data storage and computing can bring new approaches to SHM. This paper presents the ongoing work developing an Internet of Things (IoT)-based vibration SHM system, which can capture the bridge accelerations and upload data directly to cloudbased services for processing and analysis. The paper presents the suitability of a cost effective IoT based system for data gathering, traffic inference and analysis leading to bridge health monitoring.]]></description>
      <pubDate>Mon, 15 Apr 2024 14:20:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367041</guid>
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      <title>Rosensteinsteg II: a cable footbridge with deck elements of CFRP-reinforced concrete</title>
      <link>https://trid.trb.org/View/2348499</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 05 Mar 2024 13:47:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348499</guid>
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      <title>11th Austroads Bridge Conference, Adelaide, 15th-18th November 2022</title>
      <link>https://trid.trb.org/View/2306882</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306882</guid>
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      <title>The use of Level 2 inspection data in the bridge asset management process</title>
      <link>https://trid.trb.org/View/2306873</link>
      <description><![CDATA[Adelaide Hills Council, like many Local Governments (LGs), is confronted with the task of managing a large network of road structures which continue to age and deteriorate, while at the same time the requirements of users continue to grow with increasing traffic volumes and demand for larger and heavier vehicles to operate on the road. This challenge is compounded as LGs typically manage these large networks with limited funding, which can bring about significant maintenance backlogs and mean it is not viable to maintain every asset in perfect working order. Despite this, LGs still need to show a duty of care to all users of their infrastructure, ensuring the function of the asset is maintained, and operated within the defined function. Currently, it is common that LGs mainly rely on data collected from Level 2 visual inspections to make their decision on forward works programming and renewal prioritisation. In July 2020, Adelaide Hills Council (AHC) engaged ARRB to conduct a visual condition assessment (Level 2 inspection) of its 47 road structures to gain detailed knowledge of the current condition of the structures and provide input into AHC’s asset management planning. This paper provides some insights into how AHC has used the Level 2 inspection data collected, including: responding to critical defects, undertaking immediate maintenance tasks required to minimise risk to users, developing a maintenance program, and carrying out asset valuation.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306873</guid>
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      <title>Upgrading The Great Ocean Road infrastructure: strengthening Skenes Creek Bridge and adding a new pedestrian path works</title>
      <link>https://trid.trb.org/View/2306872</link>
      <description><![CDATA[This paper will present a detailed assessment undertaken of an existing three spans simply supported reinforced concrete bridge constructed in 1979, located in the Colac Otway Shire over the Great Ocean Road, Victoria. The structural assessment and upgrade for bridge’s beams, piers, and piles is to resist a live load of 75%SM1600, an additional 200m thick of concrete overlay over the existing superstructure. In addition, the provision of a new pedestrian crossing in the side of the bridge is designed to be installed either attached or separate from the existing bridge superstructure. Wallbridge Gilbert Aztec (WGA) was engaged by the Department of Transport to provide technical advice regarding the concept design of the bridge upgrade, and to undertake the detail design of this structure. A strengthening methodology is proposed to enhance an adequate strength. Structural capacity checks are made for each stage of the intended strengthening process. The existing cracks and repairing techniques will be discussed. This paper will also provide a summary of the challenges encountered through design, including that the strengthening works and constructing the pedestrian bridge should be made minimising the requirement for temporary or permanent works in the waterway of Skenes Creek. Furthermore, the bridge is to be strengthened and remain partially open to traffic during construction.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306872</guid>
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      <title>Comparison of internal and external prestressing for full span precast segmental bridge</title>
      <link>https://trid.trb.org/View/2306867</link>
      <description><![CDATA[The full span construction method is one of the most commonly used methods in the construction of precast segmental bridges in recent years. In this method the precast segments are first lifted into place and then stressed together by prestressing tendons to form a complete bridge span. Generally, the internally bonded tendons are more structurally efficient because these tendons will elongate together with the surrounding concrete due to strain compatibility when the bridge span is under external loading. However, the use of internally bonded tendons requires careful localised reinforcement detailing, in particulars in the anchorage zones, which will translate into additional construction efforts. In addition, if the internal tendons are subjected to durability problems during the bridge service life, they would be difficult to be repaired or replaced. The aforementioned challenges have led to an increasing interest in the use of externally unbonded tendons, which will make the inspection, restressing and replacing of tendons feasible and easier. This paper presents a parametric study which compares of the amount of prestressing required for two similar precast segmental bridge spans, one with internally bonded tendons and the other with externally unbonded tendons. Through the comparison of the prestressing tendon quantity, this study aims to determine a range of span-to-depth ratio, where the use of external tendons will become more cost effective and does not significantly increase the cost of the structure.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306867</guid>
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      <title>Innovative solutions to old problems: sustainable upgrade of existing infrastructure: strengthening and rehabilitation of the LH Ford Bridge</title>
      <link>https://trid.trb.org/View/2306864</link>
      <description><![CDATA[The LH Ford Bridge, built in the 1960’s, comprises 28 spans, is 800m long and crosses the Macquarie River at Dubbo, NSW. The main bridge spans comprise three spans with a 63m centre span (25m drop-in section) supported by halving joints from the main cantilevers and back spans of 28m. The main bridge spans were built using complex construction staging (first of this type in NSW). They comprise twin precast boxes, in-situ reinforced concrete infills, and cantilevered outriggers stressed both longitudinally and transversely. Since construction, this bridge has undergone significantly increased design vehicle loads and showed signs of excessive shrinkage and creep leading to significant sagging of the centre span with evidence of previous failure and remediation of the halving joints. A comprehensive load rating assessment was undertaken taking account of the original complex construction staging. A unique strengthening system comprising two new piers (under each of the halving joints), new bearings and installation of external prestressing to the soffit of both drop-in-span and back spans was adopted. A portion of dead load had to be transferred from the superstructure to the new piers via innovative soft / stiff bearing combinations to reduce new locked in stresses resulting from the new pier supports. This paper presents how this existing historic and socially important bridge was strengthened and updated to increase its design life without the need for replacement.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306864</guid>
    </item>
    <item>
      <title>Innovative bridge engineering heritage repair: Birkenhead GFRP BridgeDeck System</title>
      <link>https://trid.trb.org/View/2306863</link>
      <description><![CDATA[The utlisation of glass fibre reinforced polymer (GFRP) materials in civil/structural applications have exponentially increased in the last few years. The increased use of GFRP was in both forms as in new structures, and repairing/retrofitting existing ones. The reason behind using FRP materials in the vast majority of recent structural repair/retrofitting projects is the unique and favoured characteristics in terms of strength, weight, durability and corrosion resistance. These superior properties make GFRP materials very versatile and always attract new areas of applications. A good example of that is GFRP bridge decks as they are a perfect replacement for deteriorated old decking system without increasing the dead weight of the structures which eliminate the need for any foundation retrofitting work. The Birkenhead bascule bridge is an excellent case study for GFRP bridge decks as the old timber deck was being replaced twice a year for a certain period of time until it is been swapped with innovative GFRP BridgeDeck manufactured by Wagners. This paper describes the case study of Birkenhead bridge deck replacement, and discusses the various stages of work involved in this project to make it achievable. The various work stages involve manufacturing processes, fabrication and assembly, experimental static and cyclic tests, proof loads, FEA analysis, detailed engineering design and installation. Finally, it highlights the structural integrity of the utilised BridgDeck in such applications.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306863</guid>
    </item>
    <item>
      <title>Information modelling implementation in Australia and New Zealand’s Bridge Management Systems</title>
      <link>https://trid.trb.org/View/2306862</link>
      <description><![CDATA[A system that comprises tools for managing bridge assets is called a “bridge management system (BMS)”. BMS aims to assure safe ongoing serviceability by optimising the maintenance costs and increasing the structures’ useful life. BMSs have been computerised to process more data since the mid-1980 with the emergence of smaller powerful computers and the internet. With the advent of 3D modelling, visualisation and Building Information Modelling (BIM), a new stem called Bridge Information Modelling (BrIM) emerged in the last decade to enhance the bridge engineering industry with state-of-the-art tools. In this study, the use of BrIM in the development of bridge management systems in Australia and New Zealand is reviewed and evaluated. Assessment criteria have been determined through a literature review. Hence, these eight components of BMSs are selected to examine the maturity of the existing systems concerning implementing the information modelling: (1) BIM-Based Inventory; (2) Automated Inspections; (3) BIM-Based Load Rating; (4) Sustainable safety risk assessment; (5) Deterioration prediction; (6) Whole-life-cycle costing; (7) Multicriteria network-level maintenance prioritisation; and (8) Service interruption risk/cost calculation. Then, through a questionnaire completed by experts, the relevant maturity was scored based on a 1-5 scale, in which 1 reflects “no process in place” and five is associated with a fully mature component/BMS that is optimising continually.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306862</guid>
    </item>
    <item>
      <title>Granite Island Causeway Replacement Project</title>
      <link>https://trid.trb.org/View/2306854</link>
      <description><![CDATA[The Granite Island Causeway is an iconic landmark for local tourism, used for the historic horse drawn tram services and for recreational pedestrian and fishing activities. It is also the only link connecting Granite Island with the mainland at Victor Harbor. The existing timber causeway was at the end of its useful service life. A feasibility study identified that an upgrade of the structure was not viable, warranting full replacement. This paper will focus on some of the key challenges and considerations for the design and construction of the new causeway. The geometric and structural designs were heavily dictated by the leap-frog span by span construction methodology, temporary works and craneage limits. Crane demobilisation off the completed causeway was also critical. The construction program precluded the use of in situ concrete works, demanding a fully precast system. This presented several challenges, including development of critical pile to headstock connections without in situ concrete; mitigating girder hog and differential hog deflections; and a high level of coordination between precast manufacturer and post-installed direct fix track. Sustainable materials and solutions were paramount in the offshore environment where inspection and maintenance access is limited. Innovations included FRP balustrading, developed in close consultation with the supplier; “sacrificial” reinforcement cage to protect the girder primary reinforcing strands; and bearings that don’t require replacement.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306854</guid>
    </item>
    <item>
      <title>Extending the life of heritage bridges using advanced finite element modelling and analysis</title>
      <link>https://trid.trb.org/View/2306849</link>
      <description><![CDATA[The lift bridge over the Murray River at Swan Hill (1896) and the Whipple truss bridge over the Shoalhaven River at Nowra (1881) are two historic bridges. Preservation of these bridges should be considered even if newer bridges replace their current function. It is essential to make informed and defendable decisions when considering any repairs, strengthening works and their viability for repurposing as pedestrian or shared use bridges. Engineers working on such bridges must therefore obtain a good understanding of deterioration mechanisms and structural behaviour. This is not a straightforward exercise when dealing with older materials and limited design and construction records. This paper uses the Swan Hill and Nowra Bridges to demonstrate the investigation, analysis, design and repair techniques to support this process. Both bridges are supported on cast iron piers with mass concrete infill. The cast iron piles exhibit loss of section due to graphitisation and have vertical cracks in some segments. This paper details the modelling techniques used to determine the capacities of the piles in their current condition as well as post-remediation. One of the analytical challenges included the interaction between the cracked cast iron segments, the mass concrete infill, and the grouted remedial banding. Reinstating hoop tensile strength through remediation presents many challenges. The installation of grouted bands, which was the chosen remedial method, also presented difficulties. The cracks continue to be monitored and the piers are performing satisfactorily to date.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306849</guid>
    </item>
    <item>
      <title>Why do we need an engineering guideline for bridge asset management?</title>
      <link>https://trid.trb.org/View/2306846</link>
      <description><![CDATA[Asset management is defined by ISO 55000 as ‘the coordinated activity of an organisation to realise value from assets’, where the definition and measure of value can vary significantly depending on the service required. To assist asset owners and managers in the management of their assets, there are many documents available that provide good foundational guidance, such as the International Infrastructure Management Manual. However, much of the information in these guides is often generic and not always easily applied to a specific asset class, such as bridges. To translate these generic principles to bridges, Austroads recently published " AP-G94-21 Engineering Guideline to Bridge Asset Management". This Guideline was developed to build on those foundational documents to provide specific asset management guidance for road bridges, and promotes an engineering approach (engineering principles, knowledge, experience and modelling tools) as being the only robust method for understanding the current and future, condition and needs of a bridge network. This paper provides some background behind the need for and the process of developing the guideline. The key principles of the guideline are presented. Some real-life examples will be provided to demonstrate how these principles can be practically implemented to demonstrate alignment with ISO 55000 and ISO 31000 risk management practice.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306846</guid>
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