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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>
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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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>Experimental and theoretical investigation of shear lag effect in twin box-shaped composite girders of long-span cable-stayed bridges</title>
      <link>https://trid.trb.org/View/2509107</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 13 Feb 2025 09:02:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509107</guid>
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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>
    </item>
    <item>
      <title>Verification of the modeling results of oscillations of an elastic-supported system with displacement limiters under moving load</title>
      <link>https://trid.trb.org/View/2348515</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 05 Mar 2024 13:48:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348515</guid>
    </item>
    <item>
      <title>Ashton Avenue Integral Bridge</title>
      <link>https://trid.trb.org/View/2306883</link>
      <description><![CDATA[The Ashton Avenue Bridge is a replacement of the original three-span timber bridge over the Perth-Fremantle Rail line in Claremont, Western Australia. The replacement bridge comprises a single span of 19.1 m with a trafficable width of 11 m between kerbs and a 3.5 m shared path on each side of the bridge. Several constraints drove the design development., The first key constraint was that due to the road vertical alignment and required rail clearances, the span to the depth of the bridge was limited to a minimum of 37 at mid-span. The second key constraint was that, due to the bridge spanning operating rail, construction was restricted to a one-weekend shutdown for installation of the deck planks, while the rest of the construction activities were to be completed during regular rail operation.This paper will outline the constraints and the design requirements that characterised the design of the battledeck planks and the integral abutments and then will discuss the key features in the design and construction of the Ashton Avenue Bridge.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306883</guid>
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      <title>Innovative incrementally launched U-Trough girder viaduct for challenging site</title>
      <link>https://trid.trb.org/View/2306861</link>
      <description><![CDATA[The innovative Viaduct over Muscle Creek and Hunter River with an overall length of 178.4m comprises four spans of 45.7m by 50m by 50m by 29.7m and 1.5m length beyond the bearings at each abutment, to suit a challenging and restrictive site. The superstructure comprises a prestressed concrete U-trough girder constructed by the incrementally launched method with eight segments varying from 9.7m to 25m long. The U-trough girder is 3.76m and 3.6m deep for the taller and shorter webs respectively to create a two percent cross fall in the soffit. The Viaduct is supported on 1.5m diameter piles and the piers comprise twin 1.5m diameter columns. The design of the Viaduct was delivered by Cardno now Stantec. This paper describes the design development of the Viaduct. This includes the determination of the design criteria, design philosophy, the selection of the method of construction, superstructure cross section and structural form for the substructure. It also includes construction monitoring.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306861</guid>
    </item>
    <item>
      <title>High strength steel for composite bridge structures: benefits and issues</title>
      <link>https://trid.trb.org/View/2306859</link>
      <description><![CDATA[Limiting carbon footprint by reducing the amount of construction materials is one of the main actions that contributes to sustainable construction practice. This applies to composite bridge superstructure designed to AS5100.6. The revised version of the Standard issued in 2017 allowed steel plate to AS 3597 with grade ranging from 500 to 700 (yield stress 500, 600, 620, 650 and 690 MPa) to be used, these are quenched and tempered plates manufactured in compliance with this Standard. This constituted a significant difference to the previous version of the Standard (2004) in which Cl 1.1.1 (Scope) limited its applicability to steel members for which the value of the yield stress (fy) does not exceed 450 MPa. Furthermore, the revised AS 5100.5 has extended its application to concrete characteristic compressive strength at 28 days up to 100 MPa. Lighter superstructure may now be able to be designed to AS/NZS 5100.6 (and AS 5100.5) implying significant material savings. However, some technical issues may limit the benefits of using high strength steel plate and concrete. This paper aims to provide design comparison between steel composite trough girders already designed and built using grade 350 steel plate and the same trough girders had they been designed using high strength steel plate (grade 700 to AS 3579) with yield strength of 690 MPa. Issues found such as deflection limits, fatigue stress compliance and plate elements slenderness are investigated and their effects compared.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306859</guid>
    </item>
    <item>
      <title>The design of the bridge over Parkes to Narromine rail line at 449.850km</title>
      <link>https://trid.trb.org/View/2306837</link>
      <description><![CDATA[The Regional Growth NSW Development Corporation (RGDC) is currently delivering the first Special Activation Precinct (SAP) in Parkes including an upgrade to 7.3 km of Brolgan Road, two ARTC rail overbridges, Reinforced Soil Wall (RSW) approach structure, intersection improvements, and utilities. The Bridge Over Parkes to Narromine Rail Line at 449.850km is a grade separated crossing of Brolgan Road over the existing rail line. The horizontal road alignment is straight and the vertical alignment is on a crest curve with a high point positioned on the bridge structure itself. The single span steel composite bridge is approximately 53.7 metres long, crossing the railway at a skew of approximately 55 degrees. The bridge abutments are formed of four piles and a 1200mm diameter pile extension through a RS wall embankment and a reinforced concrete headstock. Piles are founded on the underlying rock stratum, through the RSW fill, with the pile extensions designed to be constructed with a permanent isolation gap between the pile and the RSW. The superstructure will be formed of 4 No. 2300 millimetre deep weathering steel trough girders supported on spherical bearings. The steel trough girders are overlain with a minimum of 250 millimetre thick deck. Cross bracing is provided between the girders the quarter point of the span approximately. Steel plate diaphragms are provided at the ends of the span. Weathering high strength structural bolting is used all connections.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306837</guid>
    </item>
    <item>
      <title>The design of asymmetric continuous twin U-trough rail viaduct with hybrid pre-stressing</title>
      <link>https://trid.trb.org/View/2306834</link>
      <description><![CDATA[Whiteman Park Viaduct is part of the new 21 km Morley-Ellenbrook Rail Line (MEL) from Bayswater to Ellenbrook, in the Perth Metropolitan area in Western Australia. The viaduct is required to elevate MEL at the Whiteman Park Station precinct to allow efficient road traffic and pedestrian flow around the station. The viaduct comprises a pair of half through u-trough prestressed and post tensioned continuous superstructures on pot bearings atop in situ piers. Each superstructure has an overall length of 292 m (10 spans) and is protected from rail impact loading at abutment ends by deflection walls. A slab track is provided within the troughs. An elevated 10 m wide station platform, constructed of a combination of hollow-core planks and steel beams is simply supported on the inner girders of the u-troughs. This paper presents salient design considerations and process for the viaduct, with particular emphasis on the continuous u-troughs. The paper discusses the challenges of integrating elevated platform on viaduct structures.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306834</guid>
    </item>
    <item>
      <title>Design of a challenging ramp connecting Footscray Road to CityLink Northbound as part of the West Gate Tunnel Project</title>
      <link>https://trid.trb.org/View/2306833</link>
      <description><![CDATA[As part of the West Gate Tunnel Project, the existing exit ramp from Footscray Rd westbound lanes to the elevated CityLink northbound lanes is to be upgraded and extended to form a new ramp (Ramp F3) that improves connection from Footscray Rd to CityLink and provides a connection from the new Western Distributor to CityLink. Ramp F3 works will include a combination of local widenings of the existing CityLink northbound viaduct at the southern and northern tie-in sections and an additional independent elevated structure in the middle section. This paper discusses the interesting superstructure concept adopted for the ramp bridge due to the carriageway configurations and the constraints of the heavily built-up site. The new superstructure comprises of steel trough girders with concrete decking at the wider carriageway sections and steel I-girder with concrete decking at the narrow tie-in sections including in-span transition from the trough girder to I-girder. This includes a design solution to provide a tie-down system to prevent uplift of the existing CityLink viaduct bearings in the form of steel brackets connected to the existing structure, and a practical corbel system connected to the existing portal pier which produces more sustainable design as opposed to construction of an additional pier to support the widening superstructure.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306833</guid>
    </item>
    <item>
      <title>Sydney Gateway Viaduct design highlights</title>
      <link>https://trid.trb.org/View/2306827</link>
      <description><![CDATA[Sydney Gateway Stage 3 contains a 550m long Viaduct connecting the upgraded Qantas Drive with Sydney Airport domestic arrival and departure terminals. This paper will give an overview of some of the interesting and less conventional aspects of its design.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306827</guid>
    </item>
    <item>
      <title>Design and construction of Sydney Gateway network arch bridges</title>
      <link>https://trid.trb.org/View/2306825</link>
      <description><![CDATA[Sydney Gateway is an NSW Government initiative to improve road and freight rail transport to and from Sydney Airport’s Domestic and International Terminals and Port Botany. Sydney Gateway completes the missing links in the motorway network and will increase capacity and improve connections to the ports to assist with the growth in passenger, freight, and commuter traffic movements across the region. Twin network arch bridges on Airport drive spanning the Alexandra canal are signature structures that lead to the International Terminal. Both bridges are 100m long, carry four lanes of traffic, and are constructed by launching them across the canal. The bridge location is highly constrained with adjacent roads, pedestrian paths, air transport, waterway, and numerous utility infrastructure. This paper will focus on the design development of the network arch bridge to satisfy the various constraints at the brownfield bridge site, design challenges for the long-span structure including wind tunnel testing to ascertain the stability of the bridge against aeroelastic instabilities, construction methodology including the launching of the arch bridges over the Alexandra canal and aesthetic aspects of the bridge such as the bespoke feature lighting.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306825</guid>
    </item>
    <item>
      <title>“Smart” bridge components (expansion joints, bearings, seismic devices) for intelligent infrastructure</title>
      <link>https://trid.trb.org/View/2306814</link>
      <description><![CDATA[The potential benefits of using structural health monitoring systems in measuring and recording bridge data have been established in many applications around the world, but the efficiency and effectiveness of such systems depends on how they are applied – for instance, in terms of sensor types and locations on the structure. Considering that the most important data required generally includes superstructure movements, which can easily be measured at the expansion joints, and the critical importance of the same expansion joints, which are less robust and therefore more susceptible to damage and deterioration than the main structure, it is often sensible to base the design of a monitoring system on data from the expansion joints. Developing technology now allows for the integration of appropriate sensors in a joint during fabrication, reducing effort and risk on site, and can enable a suitably configured system to automatically detect possible damage or deterioration based on vibrations only, marking the advent of “smart” expansion joints.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306814</guid>
    </item>
    <item>
      <title>Replacing the piers of an existing continuous box girder bridge with portal structures</title>
      <link>https://trid.trb.org/View/2306807</link>
      <description><![CDATA[The Princes Highway outbound ramp is a 170 m long, five span bridge over the West Gate Freeway in Altona, Melbourne. As part of the West Gate Tunnel Project, at-grade realignment of the interchange configuration required replacement of two of the existing piers with portal structures. The five-span superstructure comprises continuous precast concrete box girder segments which were post-tensioned in a staged construction procedure. The two existing piers were removed and replaced with portal structures spanning over the realigned interchange lane configuration. The portals consisted of a fabricated steel box-section crosshead which is simply supported on precast concrete columns. The project specific requirements required that the works did not reduce the capacity of the retained elements. Therefore, a load rating of the existing structure was undertaken to determine its current ability to withstand imposed loads. A load rating of the superstructure and substructure in the modified condition, following the replacement of the pier structures, was also undertaken and compared to the load rating from the original condition. The replacement of a column support with a portal frame structure led to an overall reduction in vertical stiffness of the support. In order to account for the reduced stiffness of the portals, the replacement pot bearings were installed at an initial upwards displacement under self-weight, to manage the modified load distribution throughout the continuous superstructure. This paper will present an overview of the key design and construction challenges and lessons learnt for the implementation of these works.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306807</guid>
    </item>
    <item>
      <title>The design and construction of the northbound bridge over Shoalhaven river at Nowra</title>
      <link>https://trid.trb.org/View/2306794</link>
      <description><![CDATA[The New Nowra Bridge is the third crossing over the Shoalhaven River at this location, and will carry all northbound traffic on the Princes Highway through Nowra. It is one component of the design and construct Nowra Bridge project, which widens 1.7 kilometres of the Princes Highway including the bridge approaches, key intersection improvements and modifications to the local road network. The horizontal road alignment is straight over the bridge structure, while the vertical alignment is on a crest curve with a high point positioned on the bridge structure itself, making it suitable for incremental launch construction. The bridge is located to the west (upstream) of the two existing bridges crossings of the Shoalhaven River and it has an overall length of 359.7m. The 10-span length and arrangement were dictated by the geometry of the existing bridge. The paper discusses key design and construction features of the bridge, including its proximity to the existing bridges, geometry constraints, articulation, safety efficiencies, environmental constraints, construction sequences and methodologies. It will also present the main innovations generated by the project team and the construction challenges during the delivery of the project.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306794</guid>
    </item>
    <item>
      <title>New methods for match cast segmental construction in Australia on the Grafton Bridge</title>
      <link>https://trid.trb.org/View/2306792</link>
      <description><![CDATA[The most easily recognisable landmark in the northern NSW town of Grafton is the Grafton Bridge. Spanning the mighty Clarence River, it links the CBD with the southern suburbs. However, this 90-year-old icon needed to be duplicated to meet the current needs of the community. As lifeline structures, bridges play an important role in any road network and are of great economic value to cities. The New Grafton Bridge is a key flood evacuation route for the city in the event of a flood within the river it crosses, something which was of concern to the people of Grafton. Reducing the community impacts during flooding was the key driver of the innovation on this project. The new bridge is 525 m long in total but has a 475 m long continuous concrete box girder constructed using precast concrete match cast segments by the balanced cantilever methodology. This paper will present the design and construction methods adopted and make recommendations for future projects based on lessons learned.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306792</guid>
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