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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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      <title>Determination of the optimal span length for a railway bridge crossed by various types of high-speed trains</title>
      <link>https://trid.trb.org/View/1406605</link>
      <description><![CDATA[This paper proposes a method that can be used during the preliminary design stage to determine the optimal span length of a railway bridge that minimizes its dynamic responses to the passage of high-speed trains. Since the designed speed for passage over a railway bridge is generally higher than the speed at which the resonance phenomenon occurs, the peak dynamic responses of the bridge are likely to occur when a train travels across a bridge. Therefore, this study suggests inertia and elastic spectra that represent the inertial force and elastic force per unit length of the bridge at the resonance condition, respectively. These spectra are defined as functions of the span length of the bridge, for which the type of train and damping ratio are fixed, and based on the relationship between the dynamic responses of two different railway bridges that was used as theoretical basis for the design diagram proposed by the European Rail Research Institute. The optimal span length of the bridge that produces the smallest responses is determined using the suggested spectra by quantitatively comparing the responses at resonance under various train loads as a function of the span length of the bridge. The proposed method is validated using numerical examples that consider the computation of the optimal span length of a simply supported single-span bridge crossed by individual KTX, HEMU and ICE 2 trains and combinations of these trains.]]></description>
      <pubDate>Tue, 24 May 2016 17:11:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1406605</guid>
    </item>
    <item>
      <title>Determination of the optimal span length to minimize resonance effects in bridges on high-speed lines</title>
      <link>https://trid.trb.org/View/1406604</link>
      <description><![CDATA[This paper revisits the creation and cancellation of the dynamic resonance phenomenon that occurs in bridge structures on high-speed lines when crossed by wheel loads. The resonance and its cancellation are mathematically formulated for a Bernoulli-type beam with general boundary conditions and subjected to loads moving at a regular spacing. The resonance of the bridge caused by the travelling loads occurs, regardless of the mode shape, when the natural frequency of the structure coincides with the loading frequency produced by the loads moving at a constant speed. In this study, the dependency of the cancellation phenomenon on the mode shape is determined based on the boundary conditions of the structure. In addition, the optimal span length that suppresses the response at resonance is proposed using the cancellation phenomenon for a simple beam with pinned-pinned, clamped-clamped and clamped-pinned boundary conditions; and a simply supported continuous beam.]]></description>
      <pubDate>Tue, 24 May 2016 17:11:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1406604</guid>
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    <item>
      <title>Analysis of T-Beam Skew Bridges under Live Loads</title>
      <link>https://trid.trb.org/View/1363647</link>
      <description><![CDATA[T-beams are mostly commonly used by designers for small- and medium-span bridges. For the safety of fast moving traffic, the roadway must be maintained as straight as possible. In order to cater to this requirement of the bridge, provision of skew bridge becomes necessary. With an increase in skew angle, the stresses in the bridge deck and reactions on the abutment vary significantly from those in straight slab. The analysis is carried out on reinforced concrete T-beam skew bridges using finite element (FE) software SAP2000. The live load considered is Class 70R wheeled vehicle as per Indian Roads Congress (IRC). The results in terms of longitudinal bending moment, transverse bending moment, shear force and torsional moment for varying skew angles (0, 10, 20, 30, 40, 50 and 60 degrees) and different spans (16m, 20m and 24m) are compared with the respective straight bridges.]]></description>
      <pubDate>Fri, 31 Jul 2015 17:59:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363647</guid>
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    <item>
      <title>Upgrading the Delair Bridge to Meet the Needs of the Future for Commerce</title>
      <link>https://trid.trb.org/View/1350757</link>
      <description><![CDATA[The Delair Bridge Span Replacement was a TIGER IIII project involving accelerated bridge construction methods applied to the upgrading of freight capacity of the Delair Bridge, spanning the Delaware River between New Jersey and Pennsylvania. The span replacement effort was logistically and procedurally complex. Through an integrated project management approach, the project’s planning, engineering, and construction management professionals worked collaboratively with federal and state agency staff, contractors, and Conrail staff to proactively identify obstacles and develop solutions that addressed the challenge without conflicting with prior authorizations or compromising future activity. In the field, substantial pre-outage preparation, including intensive coordination with bridge stakeholders, physical preparation of the structure, and pre-fabrication of the replacement spans, enabled span replacement to proceed smoothly and efficiently, with all work completed within each 72-hour outage. The Delair Bridge Span replacement project was completed one year ahead of schedule with more than $11M in total budget savings. This savings left more than $5M in federal cost share that was reallocated by USDOT to other critical freight rail infrastructure projects in South Jersey.]]></description>
      <pubDate>Mon, 27 Apr 2015 17:10:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1350757</guid>
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    <item>
      <title>Design of the New NY (Tappan Zee) Bridge Cable-Stayed Main Span</title>
      <link>https://trid.trb.org/View/1343605</link>
      <description><![CDATA[The existing Tappan Zee Bridge crosses the Hudson River approximately 25 miles (40 km) upstream of New York City, connecting the communities of South Nyack and Tarrytown, and was constructed in 1955. The bridge is functionally obsolete, carrying far more traffic than it was designed for, the timber pile foundations are deteriorating and maintenance and rehabilitation costs were estimated at $3 to $4 billion over the next 20 years, with $750 million having already been spent over the past 10 years.  The New NY (Tappan Zee) Bridge Project includes the demolition of the existing bridge and replacement with separated east and west bound structures. The New NY Bridge is an important investment and critical asset for the New York State Thruway Authority (NYSTA) and all of the bridge’s daily users. The bridge is designed for a 100-year service life before major maintenance for non-replaceable components using a limit states design approach that is new to North America. Components that can be replaced without significant disruptions to bridge use are designed for lower service lives.  The new main span comprises parallel east and west bound cable-stayed bridges with 1,200’ (366 m) main spans and 515’ (157 m) side spans. The main span bridges comprise composite steel and concrete decks, parallel strand stay cables, iconic V-shaped reinforced concrete towers, reinforced concrete anchor piers and pile caps, and reinforced concrete-filled steel pipe pile foundations. The foundations and pile caps are designed to support the future installation of a cable-stayed commuter rail bridge between the adjacent east and west bound road bridges. The road bridge towers are designed to be expanded and strengthened in the future to support the rail bridge superstructure.  Similar to the importance placed on service life design, the provision of redundancy in the New NY Bridge was a strong guiding principle. The bridge includes several features that address operational and structural redundancy. Operational redundancy refers to the flexibility available to the bridge operator to adjust how traffic is conveyed across the bridge. Structural redundancy refers to the ability of the bridge to sustain localized damage/failure without it leading to progressive collapse.  This paper describes the design of the main span bridges and the features of the design that will allow the bridge to achieve the stringent service life requirements and remain safe and serviceable for all required loading and operational scenarios.]]></description>
      <pubDate>Fri, 13 Feb 2015 16:30:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1343605</guid>
    </item>
    <item>
      <title>Numerical Identification of the Dynamic Characteristics of a Steel-Concrete Railway Bridge</title>
      <link>https://trid.trb.org/View/1339648</link>
      <description><![CDATA[This article presents chosen elements of a dynamic analysis of a rail bridge located on the CMK trunk railway line in Poland. The calculations cover solving an eigenvalue problem for the structure (theoretical modal analysis) using several computational models created with different discretization methods (different accuracy levels) and determination of the dynamic response of the bridge span (time-history analysis - integration of equations of motion) to loading with HSLM train models as per PN-EN 1991-2. The results were compared to the current code and regulations relating to high-speed rail systems.]]></description>
      <pubDate>Fri, 02 Jan 2015 10:13:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1339648</guid>
    </item>
    <item>
      <title>Poinconnement des ponts-dalles precontraints</title>
      <link>https://trid.trb.org/View/1315381</link>
      <description><![CDATA[Dans le domaine des ponts, les ponts-dalles appuyes sur de colonnes sont tres souvent employes pour franchir des portees petites ou moyennes. Or des que les portees commencent a devenir importantes, au-dela de 15 a 20 m environ, le recours a la precontrainte s'impose afin de controler les deformations et l'etat de fissuration de l'ouvrage. Par rapport a la resistance au poinconnement de ces structures, souvent etant l'etat limite ultime determinant de ces structures, la precontrainte induit generalement dans les regions d'appuis des efforts normaux de compression, ainsi que des moments et d'efforts tranchants dans le sens oppose a celui des charges permanentes. Ces actions ont une influence favorable sur la resistance au poinconnement. L'objet de ce travail de recherche a ete de quantifier de maniere individuelle l'influence de chacun des effets de la precontrainte sur la resistance au poinconnement des dalles sans armature d'effort tranchant et de valider la pertinence des regles proposees a ce respect par la nouvelle norme SIA 262 (2013). Pour cela, une campagne experimentale avec differentes series a ete menee. La premiere serie a ete realisee dans le but de comprendre l'influence seule d'un moment agissant dans le sens oppose a celui provoque par les charges gravitaires. La deuxieme a ete menee en vue de cerner l'influence seule d'un effort normal de compression et la troisieme a ete conduite en garnissant les specimens de cables de precontrainte afin de solliciter les echantillons simultanement par un effort normal et un moment de flexion et pouvant activer des torons de precontrainte par adherence (afin de comprendre l'influence simultanee de ces effets sur la re-sistance au poinconnement). Les essais effectues ont montre que chacun de ces effets a une influence significative sur la resistance au poinconnement d'abord mais aussi sur la capacite de deformation des dalles. Tandis que le moment tend a augmenter la resistance au poinconnement et a diminuer les capacites de deformations, l'effort normal de compression lui fait aussi augmenter la resistance, mais son influence sur les deformations a la rupture est plus limitee. Alors que les principales normes mondiales ne prennent pas en compte l'influence de tous les effets de la precontrainte, en laissant generalement de cote celui du moment, il est montre que la formulation de la norme suisse SIA 262 (2013) et du Model Code (2010) permettent de considerer de facon consistante tous les effets de la precontrainte. Les series d'essais ont permis notamment de valider ces nouvelles formulations, comparees egalement avec succes dans ce rapport a une grande quantite d'essais tires de la litterature scientifique. Ce rapport est complete finalement par un exemple d'application pour l'utilisation de la norme SIA 262 (2013). Le but de cet exemple est de montrer l'evaluation des differents termes proposes par cette norme pour un cas concret pouvant mettre en evidence sa facilite pour une utilisation pratique. Titre en anglais : Punching of prestressed slab bridges.]]></description>
      <pubDate>Tue, 08 Jul 2014 09:33:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1315381</guid>
    </item>
    <item>
      <title>Entwerfen von Eisenbahnbruecken fuer dynamische Einwirkungen aus dem Hochgeschwindigkeitsverkehr / Design of high-speed railway bridges to dynamic exposure</title>
      <link>https://trid.trb.org/View/1310684</link>
      <description><![CDATA[Der Beitrag beschaeftigt sich mit dem dynamischen Verhalten von Eisenbahnbruecken fuer Hochgeschwindigkeitsverkehr und stellt die Auswirkungen von Tragwerksanpassungen auf die Tragwerksreaktionen infolge Zugueberfahrt dar. Zunaechst wird das dynamische Verhalten von Einfeldtraegern betrachtet, welche als Einfeldtraegerketten fuer Ueberfahrten von Hochgeschwindigkeitszuegen sowohl in technischer als auch in aesthetischer Hinsicht das denkbar unguenstigste Tragwerk darstellen. Deshalb wurden systematisch alternative statische Systeme untersucht, um die dynamische Charakteristik von Eisenbahnbruecken im Entwurf gezielt zu beeinflussen. Wegen der starken Wechselwirkungen zwischen dem ueberfahrenden Zug und dem Brueckenbauwerk kann die Auswirkung von Systemveraenderungen im Vorfeld nur schwer abgeschaetzt werden. Durchlauftraegersysteme mit Gesamtlaengen von mehr als 30 Metern weisen, verglichen mit Einfeldtraegern, generell geringere Tragwerksreaktionen auf und koennen bei gleichen Querschnitten mit deutlich hoeheren Geschwindigkeiten ueberfahren werden. Durch die Anordnung von Vouten lassen sich speziell die Eigenfrequenzen erhoehen, deren zugehoerige Eigenform Kruemmungen im Bereich der Stuetzung aufweist. Verkuerzungen der Randfelder fuehren zur Erhoehung aller Eigenfrequenzen und somit der Resonanzgeschwindigkeiten. Mit den hier vorgestellten Erkenntnissen laesst sich die dynamische Stabilitaet von Hochgeschwindigkeitseisenbahnbruecken schon im Entwurf gezielt verbessern. (A) ABSTRACT IN ENGLISH: The article deals with the dynamic behaviour of high-speed railway bridges due to crossing trains and shows the impact of specific adjustments to the dynamic response of the superstructure. Initially the dynamic behaviour of single span beams is being observed, which are, as sequential single span beams, imaginably an unfavourable structure in terms of efficiency and aesthetics. Therefore, alternative structural systems are being investigated to influence the dynamic characteristics of railway bridges during the early design stages. Because of the interaction between the crossing train and the superstructure, the impact of changes in the structural system can hardly be estimated. Continuous beams with an overall length of more than 30 m show lower dynamic responses than single span beams and can be used with much higher velocities, even with the same cross section. Especially those natural frequencies, whose natural modes show a curvature at the supports, can be increased by adding haunches. Shortening the side spans lead to an increase of all natural frequencies and resonant velocities. By using the knowledge presented in this article, the dynamic stability of high-speed railway bridges can be improved even during the early design stages. (A)]]></description>
      <pubDate>Tue, 27 May 2014 16:56:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1310684</guid>
    </item>
    <item>
      <title>Influential Curved Steel Bridge Fragility Analysis Parameters</title>
      <link>https://trid.trb.org/View/1275341</link>
      <description><![CDATA[Past earthquakes have highlighted the susceptibility of curved steel girder bridges to damage from seismic events in the United States. One major part of a regional vulnerability assessment of these bridges could be the completion of sensitivity analyses that assist with identifying their influential seismic response parameters. In this study, an available inventory of curved steel girder bridges was used as a basis to establish statistical characteristics for a sensitivity study. 3D finite element models were employed to capture critical seismic response information. In this study, statistical tools, including the Plackett-Burman, Pareto and Prediction profiler methods, were implemented to determine critical parameters. This paper presents the sample results for tangential bearing translations, which are one of the critical response parameters. The results revealed that, although the relative significance of the different seismic response input parameters may change for a given seismic response output variable, the same parameters, including span number, maximum span length, radius of curvature, girder spacing, and cross-frame spacing, were typically the most significant.]]></description>
      <pubDate>Mon, 25 Nov 2013 17:29:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1275341</guid>
    </item>
    <item>
      <title>Entwurf der Bruecke Reconquista-Goya ueber den Parana/Argentinien / Design of the Reconquista-Goya Bridge across the Parana/Argentina</title>
      <link>https://trid.trb.org/View/1261009</link>
      <description><![CDATA[Vorgestellt wird der Entwurf der Schraegkabelbruecke Reconquista-Goya ueber den Parana in Argentinien. Dabei wird schwerpunktmaessig auf die Sicherung der Brueckenpfeiler gegen Schiffsanprall eingegangen. Einleitend werden die bisherigen Bruecken ueber den Parana unter Angabe des jeweiligen Schutzes gegen Schiffsanprall vorgestellt. Bei den Bruecken, bei denen ein Schiffsanprall stattfinden kann, wurden der Bemessung sehr unterschiedliche Einwirkungen aus Schiffen zugrunde gelegt oder es wurde keine Bemessung vorgenommen, aber konstruktive Massnahmen zum Schutz der Pfeiler ergriffen. In der Vergangenheit hatte man in der Regel moeglichst billige Bruecken ohne Bemessung gegen Schiffsanprall bevorzugt. Diese Bauwerke mussten dann in einigen Faellen nachtraeglich aufwendig gegen Schiffsanprall geschuetzt werden. Es wird klargestellt, dass es sinnvoll ist, eine kostenguenstige Loesung der Gesamtmassnahme unter Beruecksichtigung der Bemessung der Pfeiler gegen Schiffsanprall zu suchen. Bisher besteht auf einer Laenge von circa 600 Kilometern keine voll funktionsfaehige feste Verbindung ueber den Parana. Zwar gibt es dort den Tunnel Parana-Santa Fe, der aber fuer Gefahrguttransporte geschlossen ist. Durch die Bruecke Reconquista-Goya wird die Distanz zur naechsten festen Verbindung auf circa 200 Kilometer beziehungsweise 400 Kilometer reduziert. Die Erarbeitung des Ausschreibungsentwurfs der neuen Bruecke basiert auf den technischen Unterlagen fuer einen Vorentwurf der Strassenbauverwaltung. Der Ausschreibungsentwurf optimiert den Brueckenentwurf insbesondere hinsichtlich der Wasserfuehrung des Parana, dem Baugrund, der Erosion und der Auskolkung sowie dem Schiffsverkehr und den daraus resultierenden Anpralllasten. Zur Reduzierung der Optimierungsparameter erfolgten zunaechst Voruntersuchungen, die sich auf moegliche Schutzmassnahmen, das Material der Ueberbauten und die Ausbildung der Schraegkabelbruecke bezogen. Den Parameterstudien lagen verschiedene Materialien fuer Hauptbruecke und Vorlandbruecken zugrunde. Naeher betrachtet werden die Untersuchungen zur Ausfuehrung der Hauptbruecke in Beton und der Vorlandbruecken in Spannbeton. In die Untersuchungen ging auch ein moeglicher Anstieg der Einheitspreise fuer die verschiedenen Materialien und Baustoffe durch die Formulierung verschiedener Szenarien ein. Ziel war letztlich die Bestimmung der optimalen Stuetzweiten bei Minimierung der Gesamtkosten. Als Ergebnis wurde fuer die Hauptbruecke eine Mitteloeffnung von 390 Metern festgelegt, waehrend man fuer die Vorlandbruecken eine Regelstuetzweite von 90 Metern waehlte. Gegenueber dem Vorentwurf konnten durch die Optimierung erhebliche Kosten eingespart werden. Insgesamt hat der Brueckenzug eine Gesamtlaenge von 3.975 Metern bei einer Laenge der Hauptbruecke von 930 Metern. Die Konstruktion der Hauptbruecke und der Vorlandbruecken wird im Einzelnen beschrieben. Wegen der verhaeltnismaessig geringen Anpralllasten aus dem Schiffsverkehr erwies sich eine Verstaerkung der Gruendungen fuer den Anprall im Sinne eines integrierten Anprallschutzes gegenueber der Anordnung getrennter Schutzbauwerke als kostenguenstiger. ABSTRACT IN ENGLISH: For bridges across navigable waters, the protection of the piers against ship impact is an important design criterion. In the past - especially for toll bridges - often a cheap bridge was built first which later had to be protected against ship impact; but what is really looked for is the most cost-effective solution including the protection or the design of the piers against ship impact. For the tendering of the design for the Reconquista-Goya Bridge, the Argentine Road Authority (Vialidad Nacional) presented a cable stayed bridge with spans of 120-300-120 m and approach bridges with regular spans of 60 m. For the sizing, a barge convoy with a total weight of about 73,600 t had to be considered. The impact forces due to this barge tow led to considerably greater spans: 180-390-180 m for the main bridge and 90 m for the approach bridges. The article deals with the basic design criteria - especially the ship impact -, with the analysis of alternatives and parametric studies for the optimization of the spans. (A)]]></description>
      <pubDate>Tue, 03 Sep 2013 12:12:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1261009</guid>
    </item>
    <item>
      <title>Aux portes de Bordeaux, un pont se leve</title>
      <link>https://trid.trb.org/View/1254935</link>
      <description><![CDATA[Les defis n'ont pas manque pour batir le pont Jacques Chaban-Delmas. Vinci Construction, via l'entreprise GTM sud-ouest TP GC, a pilote le groupement en charge de sa conception-construction. Ce pont, qui relie les quartiers bordelais Bacalan (rive gauche) et Bastide (rive droite), est implante entre le pont de Pierre et le pont d'Aquitaine. C'est un pont a travee levante. Il a ete inaugure en mars 2013. ABSTRACT IN ENGLISH: The design and build for the Jacques Chaban-Delmas Bridge was managed by GTM Sud-Ouest TP GC, a subsidiary of VINCI Construction France. This bridge links the Bordeaux districts of Bacalan (left bank) and Bastide (right bank). It will be open to traffic in the spring of 2013. This project, offering 4 motor car lanes, 2 lanes reserved for buses and 2 foot bridges for pedestrians and cyclists, required slightly more than 3 years’ work. A feature of bridge is its lift span carried by four pylons rising to a height of 75 m. At a rate of 60 to 90 operations per year, the span will rise up to 53 m above the water to allow the passage of liners and masted vessels going back up Gironde estuary to the Port de la Lune in Bordeaux]]></description>
      <pubDate>Wed, 10 Jul 2013 13:10:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254935</guid>
    </item>
    <item>
      <title>Exploration of a New Rigid-Frame Arch Bridge Constructed by Vertical Downrotation</title>
      <link>https://trid.trb.org/View/1125869</link>
      <description><![CDATA[A new rigid-frame arch bridge structure spanning over a deep valley and a river in mountainous terrain is proposed in this paper. The bridge structures structural characteristics, downrotating vertically construction technology and techno-economic benefits were analyzed. The researches and engineering application show that the rigid-frame arch bridge is simple, safe and efficient to construct without broad constructing yards, with good mechanical properties, structural integrity and aseismatic ductility. The rigid frame structure has been successfully applied in the Gulu Middle School Overpass Bridge with a span of 40 meters.]]></description>
      <pubDate>Wed, 25 Jan 2012 14:21:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125869</guid>
    </item>
    <item>
      <title>Cable-Stayed Bridge as an Alternative for Medium and Short Span Bridges</title>
      <link>https://trid.trb.org/View/1125211</link>
      <description><![CDATA[Cable-stayed bridges are usually thought of as signature bridges and not generally considered as serious option for most regular short-to-medium span bridges. This stems mainly from the belief that such bridges are expensive and too elaborate for the function required. However, in many circumstances, cable-stayed bridges can provide benefits at a relatively moderate increase in cost. Some of the benefits include the following:  long spans with minimal deck thickness;  the elimination of piers; increased traffic safety; the minimization of environmental impacts and construction schedule limitations for river crossings; enhanced appearance. In addition, greater use of this form of construction would allow our contactors to perfect methods of construction that would drive down the cost for future cable-stayed bridges. After a brief literature review on short-to-medium span cable-stayed bridges, this paper will discuss the advantages of considering cable-stayed bridges as an option. The recently constructed Elbow River Bridge will be used as an example to demonstrate the possibility of using a cable-stayed bridge as a successful option for medium-span bridges, where deck thickness is an issue and river piers need to be eliminated. This paper will discuss situations where cable-stayed bridges may be considered as realistic options for small-to-medium span bridges. For the covering abstract of this conference see record control number 201111RT334E.]]></description>
      <pubDate>Mon, 09 Jan 2012 11:39:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125211</guid>
    </item>
    <item>
      <title>Construction Engineering for Stonecutters Bridge: Concrete Backspans and Steel Deck Heavy Lift</title>
      <link>https://trid.trb.org/View/1124676</link>
      <description><![CDATA[The Stonecutters Bridge in Hong Kong will be the second longest cable-stayed bridge in the world with a main span of 1018m. This paper describes the construction of the concrete backspans and the steel deck around the bridge towers. The construction of the concrete backspans was one of the most difficult aspects in the construction of the bridge. A geometrically complex grillage deck, monolithically connected to the piers was to be constructed t a height of about 70m. The concrete girders are constructed on a unique and purpose-designed falsework system. An 88m long portion of the steel deck to either side of the tower was to be erected on falsework but an alternative Heavy Lift scheme was developed to yield economical, program and quality advantages. This paper describes the development of the construction procedures, the design of the temporary works, the construction engineering aspects of quality and geometry control, and how the challenges of construction were handled.]]></description>
      <pubDate>Tue, 20 Dec 2011 10:37:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1124676</guid>
    </item>
    <item>
      <title>Piston Stayed Bascule Bridge: A Novel Mobile Bridge Typology at Temse, Belgium</title>
      <link>https://trid.trb.org/View/1124079</link>
      <description><![CDATA[This paper will discuss a novel typology for medium span mobile bridges called the piston stayed bascule bridge. The Temse Bridge over the river Scheldt in Belgium illustrates this typology. This competition winning project runs 374 meters over seven fixed parts with spans varying between 18 and 74 meters and two mobile spans of 28 meters. The design considerations and the structural static and kinematic system for this project are discussed in this paper. The main design idea is “structural integration” namely that one element fulfills more than one function. The structural innovation for this bridge lies in the use of the piston stay that doubles up as static structural element and as a kinematic actuator. Combined with counterweights, this structural system presents a new and elegant solution for mobile bridges.]]></description>
      <pubDate>Fri, 16 Dec 2011 14:46:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1124079</guid>
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