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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>In Situ Performance Monitoring of Bridge Joints Constructed with Rapid-Setting Concrete</title>
      <link>https://trid.trb.org/View/2689761</link>
      <description><![CDATA[The effectiveness of Accelerated Bridge Construction (ABC) relies on the performance and durability of field-placed connections, particularly those utilizing Rapid-Setting Concrete (RSC). While ABC significantly reduces construction time and minimizes traffic disruptions, its success is contingent upon ensuring that these connections exhibit long-term structural integrity and durability under real-world conditions. A primary concern with RSC joints is their susceptibility to environmental and mechanical stressors, including freeze-thaw cycles, chloride ingress from deicing salts, shrinkage-induced cracking, and repeated loading from traffic. These factors can compromise load transfer efficiency, stiffness, and overall durability, leading to higher maintenance demands and potential early-life failures.
One of the key questions facing transportation agencies is whether performance-based specifications for RSC joints are adequately calibrated to address real-world service conditions. While these specifications help ensure quality, they also increase material costs and require extensive laboratory testing and quality control oversight. Given that ABC aims to accelerate construction without compromising long-term resilience, a critical knowledge gap remains regarding how well RSC joints perform under in-service conditions as compared to their expected design performance.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:42:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689761</guid>
    </item>
    <item>
      <title>3D virtual closure assembly for a cable-stayed bridge via partial point cloud registration</title>
      <link>https://trid.trb.org/View/2686524</link>
      <description><![CDATA[Midspan closure of cable-stayed bridges after cantilever construction requires precise geometric control, as it affects bridge alignment and the load-bearing system. Although laser scanning provides high-quality 3D data, limited scanning viewpoints often yield incomplete cantilever-end point clouds. Moreover, virtual assembly of bridge closure segments within a 3D geometric framework remains not well established. To address this, a 3D virtual assembly method for the closure segment using point clouds captured from a terrestrial laser scanner (TLS) is proposed in this paper. An efficient two-stage registration scheme, combining image matching with visibility guidance, aligns incomplete point clouds with the design model and yields the poses of the cantilever ends for virtual assembly. A five-degree-of-freedom (DOF) geometric optimisation model, solved via particle swarm optimisation (PSO), is then used to determine the optimal closure geometry. Application to a large-span railway cable-stayed bridge demonstrates reliable and practical 3D closure control during construction.]]></description>
      <pubDate>Tue, 07 Apr 2026 09:16:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686524</guid>
    </item>
    <item>
      <title>Fast-Track Bridge Redecking: Route 64 over Pomme de Terre Lake</title>
      <link>https://trid.trb.org/View/2235325</link>
      <description><![CDATA[The bridge over Lake Pomme de Terre was originally designed and built by the Corps of Engineers in 1962. The bridge roadway is 22'–0" wide and carries two 11' lanes. The superstructure consists of four composite continuous steel stringers (W36 x 150). There are seventeen 90'–0" spans and end spans of 76'–10". The superstructure comprises five units (a typical unit is 360' long) that are joined by a pin and hanger connection located 18'–0" from the pier. The grade of the bridge is level (0% grade). The substructure consists of two column bents with spread footings. Because of the tall pier heights, the superstructure girders are post-tensioned to the pier capbeams. Although the stringers and substructure were in good condition, the six inch composite deck was rated deficient by the owner, Missouri Department of Transportation (MoDOT), because of advanced deterioration brought on by deicing salts. Because the bridge connects the towns of Pittsburg and Nemo, and the length of the nearest detour route was 28 miles, MoDOT deemed it essential that the bridge remain in service during construction. Additionally, the local economy of these towns is very reliant on the tourism industry and most of their income is generated during the summer months.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:55:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235325</guid>
    </item>
    <item>
      <title>Developing a Roadmap for Ultra-High Performance Concrete (UHPC)</title>
      <link>https://trid.trb.org/View/2684169</link>
      <description><![CDATA[The objectives of this pooled fund study are to: 1) Facilitate communication and information sharing among member states on the project topic, as well as with participants of the Fourth International Interactive Symposium on Ultra High Performance Concrete (UHPC). 2) Establish a forum for technology and knowledge exchange to enhance the practical understanding of UHPC implementation among member states. 3) Develop a strategic roadmap for future UHPC use and advancements, including the identification of research needs and the formulation of research ideas to be pursued through NCHRP, Pooled Funds, grants and other funding mechanisms.

The anticipated benefits of this pooled fund are: 1) Minimized disruption to the traveling public by reducing the frequency and duration of bridge deck repairs. 2) Lower maintenance costs resulting from the enhanced durability and performance of UHPC wearing surfaces. 3) Improved worker safety through reduced exposure to on-site repair activities due to less frequent maintenance needs.

The participating state departments of transportation (DOTs) will provide input throughout the project and benefit from shared insights into technologies used to date, as well as lessons learned from past projects across various regions. Additionally, they will gain exposure to the latest advancements to be presented at the Fourth International Interactive Symposium on UHPC, which will cover topics including UHPC material innovations, recent applications, and the long-term performance of UHPC-designed structures. Pooled fund participants will attend the symposium free of charge.


]]></description>
      <pubDate>Thu, 26 Mar 2026 14:07:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684169</guid>
    </item>
    <item>
      <title>Effect of re-vibration compaction on improving concrete quality and verification of its application for deck construction</title>
      <link>https://trid.trb.org/View/2673202</link>
      <description><![CDATA[Re-vibration timing and duration are important factors to improve or maintain the quality of concrete. The present study proposes a method by which the resistance value of fresh concrete is measured to easily determine the timing of re-vibration at the site, and to clarify the optimal timing and duration of re-vibration. The effect of re-vibration on the fresh and hardened properties of the concrete were determined. For fresh properties, concrete resistance value by penetration test and measurement of bleeding water was performed. After the concrete was hardened, compressive strength test, air void spacing, chloride penetration test and electrochemical resistivity test of concrete surface were performed to evaluate the durability. A fresh concrete resistance value of 17×10⁻³ N/mm² corresponded to an optimum time for initiating re-vibration and its duration, which enhanced the bleeding amount and improved the fresh state of concrete by expelling coarse voids while retaining useful entrained air. Re-vibration corresponding to this value increased the surface resistivity of concrete and reduced the chloride diffusion coefficient. Furthermore, this technique was applied on to a bridge deck concrete to grasp the effect on the actual construction. Re-vibration corresponding to fresh concrete resistance value of 17×10⁻³ N/mm² was performed and the properties of fresh and hardened state of the deck were examined. The bleeding amount and other re-vibration characteristics were consistent with the laboratory results. Hence, this method can be efficiently adopted during the construction of bridge decks.]]></description>
      <pubDate>Tue, 24 Mar 2026 16:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673202</guid>
    </item>
    <item>
      <title>Porvorim Six-Lane Elevated Corridor on NH-66 in the State of Goa - Insights on Segmental Bridge Construction Using Launching Girders</title>
      <link>https://trid.trb.org/View/2659279</link>
      <description><![CDATA[The construction of the Porvorim Six-Lane Elevated Corridor on NH-66 in Goa represents a significant milestone in modern infrastructure development, showcasing advanced civil engineering techniques and meticulous project management. The ongoing segment launching phase particularly noteworthy, as it embodies the complexity and precision required in contemporary bridge construction. The elevated corridor spans approximately 5.2 kilometers, connecting critical points between Panaji and Mapusa, aimed at decongesting one of Goa's busiest highways. The project, sanctioned with a budget of over Rs 640 crore, is being executed on an EPC (Engineering, Procurement, and Construction) basis and is targeted for completion by December 2025 or early 2026.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659279</guid>
    </item>
    <item>
      <title>Construction of U-Girder</title>
      <link>https://trid.trb.org/View/2652207</link>
      <description><![CDATA[Depending upon site conditions, loading and aesthetic requirement, several types of superstructures are constructed in bridge industries. Now a days U-girder became more popular for the Viaduct and Aqueduct. Most of the time, pretensioned system is adapted for the construction of U-girder. Construction speed of U-girder is very fast because 4-5 U-girders of 30 m length can be pre-stressed and cast at a time in a series. As consumption of concrete, reinforcement and HT strands is less than other type of superstructures for same width, it’s an economical type. In U-girder, parapet or crash barrier is not required to be cast separately. This paper explained the construction methodology for casting and erection of U-girder.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652207</guid>
    </item>
    <item>
      <title>Operational Baseline and Structural Health Monitoring for the 2nd Avenue Network Arch Bridge</title>
      <link>https://trid.trb.org/View/2680716</link>
      <description><![CDATA[A unique network tied-arch bridge with free-standing arches was designed to carry 2nd Avenue traffic over Interstate (I-94) in Detroit, Michigan. This 245-ft-long, 96.5-ft-wide bridge, skewed at 18 degrees, is the first skewed, unbraced network arch bridge constructed in the United States. The superstructure frame was erected off-site at a bridge staging area and subsequently transported and placed over the I-94 freeway using self-propelled modular transporters and a lateral launching technique to complete construction. Based on observations from analytical models and discussions with the Engineer of Record (EOR), the peer review engineer, and the Michigan Department of Transportation (MDOT), an instrumentation system consisting of 112 vibrating wire sensors was designed to: (i) monitor strains in major structural components during construction to establish post-construction stress states; (ii) track strain changes during the service life to support bridge maintenance and load rating decisions; and (iii) collect sufficient data to verify key design assumptions. Of these sensors, 96 were embedded in the concrete during construction, and 16 were mounted on the hangers after erection of the arches and hangers. This instrumentation strategy enabled continuous monitoring of strains in the concrete frame and forces in the hangers, providing a clear understanding of the structural behavior throughout construction. The collection of a little more than two years of post-construction monitoring data provided valuable insight into the bridge’s behavior under service conditions. Analysis of the monitoring data demonstrates that the structure is performing within established design limits, thereby increasing confidence in the implementation of innovative structural systems and complex construction methods that minimize traffic disruption and enhance safety. Load testing results indicate that the bridge exhibits minimal sensitivity to live loads, with seasonal temperature variations governing the stresses developed in the structure. A fully functional monitoring system, along with operational stress limits for each instrumented location, was delivered to MDOT. This system enables continuous, data-driven monitoring of the bridge, facilitating timely identification of maintenance, repair, and load rating needs over the long term without reliance solely on traditional visual inspection methods.]]></description>
      <pubDate>Wed, 18 Mar 2026 10:11:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680716</guid>
    </item>
    <item>
      <title>Analytical Assessment of the Effects of Multicategory Errors on the Completed State of a Suspension Bridge: Stepwise Multiple Regression Analysis and FEM Validation</title>
      <link>https://trid.trb.org/View/2666780</link>
      <description><![CDATA[Starting from bridge design to the construction stage, accumulation of multiple errors related to manufacturing, installation, material properties, and other factors results in deviations between the actual completed bridge state (CBS) and the designed CBS. This study aims to reveal the patterns of effects of multiple categories of errors and the setting of random error values on the actual CBS, which is critical for ensuring the quality of completion. An analytical model for solving the CBS under the influence of multiple categories of random errors is developed to explain how error parameters influence the cable shape in the CBS from mechanical and physical perspectives. Significant parameters in each error subcategory are identified through stepwise multiple regression via specific target responses. Finally, a case study is performed for a large-span suspension bridge. A total of 337 random error parameters belonging to seven subcategories are considered, namely, horizontal position errors of cable clamps (HPEC), horizontal distance errors of lower hanger points in the main beam, horizontal distance errors of nodes in the beam segments, dead weight errors of main beam segments (DES), unstrained length errors of hangers (ULEH), flexibility coefficient errors of the main towers, and elevation errors of the main towers. Variations in the CBS under the influence of 337 random error parameters are analyzed. The accuracy of the analytical solutions is validated using an FEM. The calculations in this case indicate that the results for the total error model satisfy linear relationships with those for each error subcategory model. Compared with the remaining four error subcategories, the HPEC, ULEH, and DES make greater contributions to variations in the target responses. For the first two subcategories, the number of error parameters can be reduced by 4.5%–7.6% of the total by the following criterion: the cumulative percentage of the effect of the top-ranking regression coefficients should exceed 95%. By contrast, the DES has a more uniform effect on target responses, making the reduction of the number of error parameters more problematic.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666780</guid>
    </item>
    <item>
      <title>Two Galloping Goose Trail Pedestrian Bridges – Designed with Active Transportation Users in Mind</title>
      <link>https://trid.trb.org/View/2659366</link>
      <description><![CDATA[The Galloping Goose Trail is a popular 55 km long Active Transportation path running along a re-purposed former railway right-of-way from Victoria to Sooke, BC. Its beautiful, picturesque route crosses urban infrastructure at various locations. Stantec is currently working on two separate projects to safely allow users to cross busy streets via grade-separated pedestrian bridges. Stantec designed both structures for optimal user enjoyment and safety, while minimizing capital construction costs, ongoing maintenance costs and inconvenience to road users during construction.  The pedestrian bridge in Colwood is being delivered via a Design-Build (D/B) project delivery model and will be a three-span continuous bridge comprising an aesthetically pleasing variable depth box girder with a precast concrete deck and bespoke safety railings with a “reeds and branches” motif. Approaches to the bridge will be Mechanically Stabilized Earth (MSE) ramps with greenwalls to complement the natural surroundings of the bridge. Mid-ramps will allow users to access Sooke Road. The bridge and ramps will have low-energy-consuming LED safety pathway lighting and variable-colour structure highlighting. Stantec accommodated existing civil infrastructure and variable sub-surface geotechnical conditions during the design phase in 2023-204 and construction by Surespan Group of Companies is ongoing in 2025.  The pedestrian bridge in Saanich at Tillicum Road is being delivered via a Design-Bid-Build (DBB) project delivery model and will also be three spans with the center span comprising a tubular steel truss supporting a composite precast concrete deck. Sidespans will comprise precast concrete deck panels supported from below by concrete girders. Grade separating approaches to the bridge will be MSE walls with mid ramps to allow access to Tillicum Road. Construction is expected to take place in 2026.  This presentation will illustrate the key design features of both structures, and the challenges and opportunities faced during their construction, with emphasis on design efforts undertaken to minimize capital construction costs, maintenance costs and user comfort, safety and enjoyment of AT users while minimizing disruption of traffic during construction. We discuss key methodologies used and challenges expected to be encountered during construction.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659366</guid>
    </item>
    <item>
      <title>Optimizing the Planning of Precast Concrete Bridge Construction Methods to Maximize Durability, Safety, and Sustainability</title>
      <link>https://trid.trb.org/View/2673673</link>
      <description><![CDATA[The main goal of this project is to provide DOT planners with much-needed support that enables them to analyze and compare the performance of alternative bridge construction methods during the early design phase and optimize their construction decisions during the preconstruction phase. To accomplish this goal, the main tasks of this project focused on: (a) developing novel machine learning models to accurately predict the condition ratings of conventional cast-in-place and precast concrete deck bridges using National Bridge Inventory (NBI) data; (b) creating a practical decision support tool (DST) to analyze and compare the safety, mobility, sustainability, durability, and construction cost of alternative bridge construction methods during the early design phase; and (c) developing an original muti-objective optimization model for the planning of precast bridge projects to maximize their safety, mobility, and sustainability while minimizing their total construction cost during the preconstruction phase. The developed models and tools enable state DOTs and local agencies to accurately predict deck condition ratings for conventional and precast bridges; select the most suitable construction method for each planned project based on its specific requirements and constraints; and optimize the planning of precast bridge projects to achieve multiple objectives including maximizing safety, mobility, and sustainability while minimizing total construction cost.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:18:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673673</guid>
    </item>
    <item>
      <title>Optimizing the Planning of Precast Concrete Bridge Construction Methods to Maximize Durability, Safety, and Sustainability [supporting dataset]</title>
      <link>https://trid.trb.org/View/2673702</link>
      <description><![CDATA[Abstract of the final report is stated below for reference: The main goal of this project is to provide DOT planners with much-needed support that enables them to analyze and compare the performance of alternative bridge construction methods during the early design phase and optimize their construction decisions during the preconstruction phase. To accomplish this goal, the main tasks of this project focused on: (a) developing novel machine learning models to accurately predict the condition ratings of conventional cast-in-place and precast concrete deck bridges using National Bridge Inventory (NBI) data; (b) creating a practical decision support tool (DST) to analyze and compare the safety, mobility, sustainability, durability, and construction cost of alternative bridge construction methods during the early design phase; and (c) developing an original muti-objective optimization model for the planning of precast bridge projects to maximize their safety, mobility, and sustainability while minimizing their total construction cost during the preconstruction phase. The developed models and tools enable state DOTs and local agencies to accurately predict deck condition ratings for conventional and precast bridges; select the most suitable construction method for each planned project based on its specific requirements and constraints; and optimize the planning of precast bridge projects to achieve multiple objectives including maximizing safety, mobility, and sustainability while minimizing total construction cost.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:18:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673702</guid>
    </item>
    <item>
      <title>Accelerated Bridge Pier Construction in the U.S.: Seismic Implications</title>
      <link>https://trid.trb.org/View/2235292</link>
      <description><![CDATA[In several successful accelerated bridge construction projects in Florida and Texas, pre-fabricated bridge pier components have been utilized, which result in significant reduction of the construction schedule. This paper summarizes major accelerated bridge construction projects through adopting pre-fabricated bridge pier components, which shows its popularity in recent years. In particular, details in geometry, reinforcement, and connections from several projects are compared, focusing on their applicability in seismic regions. Systems in seismic regions investigated recently by several research groups are also summarized and compared. As concluding remarks, issues and recommendations regarding connections and reinforcement detailing are summarized.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235292</guid>
    </item>
    <item>
      <title>Experimental Evaluation of Pre-Cast Pre-Stressed Segmental Concrete Bridge Columns</title>
      <link>https://trid.trb.org/View/2235282</link>
      <description><![CDATA[Segmental bridge column construction has been proven to be an economic and durable option to accelerate the bridge construction in non-seismic regions in the United States. Examples include Seven Mile Bridge in Florida and Chesapeake and Delaware (C&D) Canal Bridge in Delaware. The lack of knowledge of the seismic behavior of a bridge with segmental columns is one of the important reasons which limit the use of such kind of system in seismic regions. To promote the use of segmental bridge columns into seismic regions, four large scale segmental columns were constructed and tested at National Center for Research on Earthquake Engineering (NCEER) in Taiwan. Recently, some researches on seismic behavior of precast segmental columns have been carried out worldwide. Some studies emphasized the use of bonded tendons to enhance the durability and strength of the column as opposed to unbonded systems. Relevant studies can be found in Mo et al. and Arai et al. In addition to the bonded systems, some other researchers advocated the use of unbonded tendons to reduce the possibility of the yielding of the tendons, thus preserving the necessary clamping force after strong seismic event. Relevant studies can be found in Hewes et al., Chou et al., Billington et al., and Lee et al. The first column specimen tested in NCREE used unbonded post-tensioned tendons and no supplemental energy dissipation devices were provided. The other three specimens used bonded tendons and were provided with mild steel reinforcements that were extended across the joints to enhance the hysteretic energy dissipation.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235282</guid>
    </item>
    <item>
      <title>Construction of Extra Dose Bridge Across Mahi River in the Rajasthan State – Case Study</title>
      <link>https://trid.trb.org/View/2652196</link>
      <description><![CDATA[Rural India is experiencing sustained growth, with the rural economy outperforming urban growth and contributing significantly to India's overall economic expansion. With the demand of developing infrastructure and traffic intensity it is always demanded to construct the new route which reduces the travel distance and can enhance all side development for local as well as global surroundings. Due to construction of Dam on Mahi River in state of Gujarat named as Kadana constructed in years between 1979 and 1989, the connectivity between two district of Rajasthan state i.e. Dungarpur and Banswara have been ceased. This largely impacts the life of local inhabitants from their economic and social point of view. After a long running demand the Government of Rajasthan decided to construct a bridge at this location to facilitate the road users. The location where the bridge was proposed has very tough working conditions like having a standing water depth of around 25-30 meter.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652196</guid>
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