<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <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>3D-printed concrete footbridges: an approach to assess the sustainability performance</title>
      <link>https://trid.trb.org/View/2417150</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 12 Aug 2024 16:50:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2417150</guid>
    </item>
    <item>
      <title>Human-structure interaction effect on the dynamic response of footbridges : an analytical and experimental study</title>
      <link>https://trid.trb.org/View/2389028</link>
      <description><![CDATA[Lightweight, slender and lightly damped footbridges are often susceptible to Human Induced Loads (HILs) when pedestrian step frequencies coincide with the natural frequencies of the structure. For vertical vibrations, this can compromise the serviceability limit state of the system. The Human-Structure Interaction (HSI) effect occurs due to the presence of pedestrians that modify the dynamic behaviour of the coupled pedestrian-bridge system. Typically, the dynamic analysis of such footbridges employs the finite Element Method (FEM) with stationary harmonic loading scenarios to assess the dynamic performance of such structures. This research project aims to develop a general closed-form solution for the moving harmonic load problem (Paper I) using 2D Bernoulli–Euler beam theory for continuous beams on elastic supports. Additionally, it seeks to formulate closed-form solutions for the dynamic amplification factor of the coupled pedestrian-bridge system (Paper II), along with equivalent damping and force models (Paper III) based on response amplitudes. Furthermore, an experimental study of the HSI-effect was conducted on the Folke Bernadotte Bridge in Stockholm (Paper IV), quantifying the changes of the dynamic properties of the system and validating the analytical Frequency Response Function (FRF) found in previous studies (Paper II). Finally, the HSI-effect was studied within the framework of random vibration theory (Paper V) to understand the expected value of the response of the coupled system using a crowd load Power Spectral Density (PSD).]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389028</guid>
    </item>
    <item>
      <title>Experimental Evaluation of Pedestrian-Induced Multiaxial Gait Loads on Footbridges: Effects of the Structure-to-Human Interaction by Lateral Vibrating Platforms</title>
      <link>https://trid.trb.org/View/2381614</link>
      <description><![CDATA[The introduction of resistant and lightweight materials in the construction industry has led to civil structures being vulnerable to excessive vibrations, particularly in footbridges exposed to human-induced gait loads. This interaction, known as Human-Structure Interaction (HSI), involves a complex interplay between structural vibrations and gait loads. Despite extensive research on HSI, the simultaneous effects of lateral structural vibrations with fundamental frequencies close to human gait frequency (around 1.0 Hz) and wide amplitudes (over 30.0 mm) remain inadequately understood, posing a contemporary structural challenge highlighted by incidents in iconic bridges like the Millennium Bridge in London, Solferino Bridge in Paris, and Premier Bridge in Cali, Colombia. This paper focuses on the experimental exploration of Structure-to-Human Interaction (S2HI) effects using the Human-Structure Interaction Multi-Axial Test Framework (HSI-MTF). The framework enables the simultaneous measurement of vertical and lateral loads induced by human gait on surfaces with diverse frequency ranges and wide-amplitude lateral harmonic motions. The study involved seven test subjects, evaluating gait loads on rigid and harmonic lateral surfaces with displacements ranging from 5.0 to 50.0 mm and frequency content from 0.70 to 1.30 Hz. A low-cost vision-based motion capture system with smartphones analyzed the support (T[subscript su]) and swing (T[subscript sw]) periods of human gait. Results indicated substantial differences in T[subscript su] and T[subscript sw] on lateral harmonic protocols, reaching up to 96.53% and 58.15%, respectively, compared to rigid surfaces. Normalized lateral loads relative to the subject's weight (W[subscript 0]) exhibited a linear growth proportional to lateral excitation frequency, with increased proportionality constants linked to higher vibration amplitudes. Linear regressions yielded an average R² of 0.815. Regarding normalized vertical load with respect to W[subscript 0], a consistent behavior was observed for amplitudes up to 30.0 mm, beyond which a linear increase, directly proportional to frequency, resulted in a 28.3% increment compared to rigid surfaces. Correlation analyses using Pearson linear coefficients determined relationships between structural surface vibration and pedestrian lateral motion, providing valuable insights into Structure-to-Human Interaction dynamics.]]></description>
      <pubDate>Mon, 20 May 2024 09:17:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381614</guid>
    </item>
    <item>
      <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>
    </item>
    <item>
      <title>Dynamic properties of two pedestrian timber bridges : Experimental and numerical analysis at several stages of construction</title>
      <link>https://trid.trb.org/View/2344823</link>
      <description><![CDATA[Pedestrian bridges can beneficially be made from timber in order for our society to reach a sustainable future. This positive development is partly made possible due to advances in engineered wood products (e.g. glued laminated timber) and the possibilities for pre-fabrication of structural parts. Timber bridges, especially long and slender, can however be susceptible to uncomfortable vibrations which could be solved by more accurate dynamic analysis in the design phase. Common issues reported by previous research are the difficulties in accurate predictions of the natural frequencies without calibration against experimental results. The purpose with the present research work is therefore to perform dynamic analysis of two pedestrian timber bridges at different construction stages in order to better understand the influence of different structural parts in the numerical models. The results show that the estimated and applied values for the densities of the timber (Norway spruce and Scots pine) are slightly higher than in the norm. Both bridges required calibration of longitudinal stiffness at the supports for the numerical results to agree with the experiments. The railings could be omitted from the numerical models for both bridges, which is in contrast with common engineering practise where they are often considered as an additional mass. The stiffness of the asphalt was required at low temperatures (10 °C and 0 °C). However, the asphalt could be modelled as an additional mass at a high temperature (40 °C) where special care also could be given to the effects of the composite cross-section geometry (timber deck and asphalt). The level of detail for the modelling of the truss joints, the connection truss/crossbeam and the connection deck/crossbeams proved to be an important issue for the Stela bridge.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:26:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344823</guid>
    </item>
    <item>
      <title>Westgate Tunnel Melbourne Footscray Rd Veloway: 2.5km long, elevated bike path.</title>
      <link>https://trid.trb.org/View/2306881</link>
      <description><![CDATA[Westgate Tunnel provides a new freeway connection between Melbourne’s western suburbs and the CBD. The project includes twin bored tunnels and significant lengths of bridge viaducts. It also includes 14km of new walking and cycling paths with associated footbridges. A new 5km pedestrian and cyclist connection is provided from Yaraville Gardens to Docklands, 2.5km of this route is constructed as a dedicated elevated Veloway (bike freeway). The Veloway consist of two structural forms. Approximately 700m is supported on twin walk-through girders on piers with spans of up to 41m and another 1.8km is supported via a lightweight steel structure hanging from twin independent freeway viaducts. The paper will present the design of the hanging section of the Veloway with a focus on the issues associated with the connection of a long footbridge to, two separate freeway viaducts. These include: development of a safe and robust construction method, design for differential vertical deflections from the two separate freeway viaducts, allowance for differential longitudinal thermal effects, and user comfort associated with both static and dynamic traffic induced movements.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306881</guid>
    </item>
    <item>
      <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>
    </item>
    <item>
      <title>The 100+ Club and a bridge that built a better community; Tirohanga Whanui walking and cycling bridge, Auckland, NZ</title>
      <link>https://trid.trb.org/View/2306868</link>
      <description><![CDATA[Bridge Engineers, Design Managers, Constructors and Clients. We are all part of a privileged bridge community who deliver important infrastructure that stands for 100 years or more. Yet, we commonly understate and underestimate the importance of our product. At times the enduring value to community can be forgotten as it competes with immediate pressures of time, finance, and requirements. The award winning Tirohanga Whanui Bridge (panoramic views) opened in February 2019 across SH1 on the North Shore of Auckland. Waka Kotahi NZ Transport Agency and Watercare Services Limited jointly funded this project. Throughout design and construction, this project took significant positive strides in supporting healthy engagement and the relationship with iwi Ngati Whatua (local people). Several successful outcomes were realized, starting as early in the project as the bridge’s alignment, into bridge features like the Raranga (local Flax weave pattern) handrail and eventually to the bridge’s dawn blessing and name. The bridge is a great example of architectural design through parametric engineering, structural bridge features, and embracing korero (narratives). The 104m long bespoke truss hybrid consists of three spans with organic voids that vary in aperture by responding to the stresses in the structure. Construction solutions will be introduced, highlighting innovative approaches to the erection methodology that reduced disruption and risk to the community.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306868</guid>
    </item>
    <item>
      <title>Segmental launching of the Redfern Station southern concourse canopy</title>
      <link>https://trid.trb.org/View/2306809</link>
      <description><![CDATA[The new concourse at Redfern Station spans over ten platforms at the southern end of the station. It was constructed using super tees with a cast in-situ deck supported by piers founded at the platform level. The superstructure supports a trapezoidal steel frame that forms the canopy and walls of the concourse. Freyssinet developed an installation methodology that alleviated the need for cranage during railway possessions and allowed for installation of the steel canopy during full rail operation. Freyssinet’s scope included design, supply, and operation of a system of carrier frames running on temporary tracks across the bridge deck. The carrier frames facilitated launching and installation of the structural steel canopy in ten segments, each weighing between approximately four and seven tonnes. The architectural design of the canopy steelwork resulted in each segment being unique in shape and size. This presented challenges for the design of the carrier frames and meant that they were required to be adaptable in order to support the segments in different locations during each phase of launching. The installation methodology was developed in order to accelerate the overall construction program for the Redfern Station Upgrade project. Implementation of a segmental launching methodology resulted in successful completion of the southern concourse canopy structure in a much shorter timeframe when compared with a traditional stick-built methodology.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306809</guid>
    </item>
    <item>
      <title>Design of the Princess Alexandra cable stayed pedestrian bridge: Cross River Rail</title>
      <link>https://trid.trb.org/View/2306801</link>
      <description><![CDATA[Robert Bird Group (RBG) was engaged by the CBGU JV to design a new pedestrian and cycle bridge over the rail corridor providing a connection between Joe Baker Street, adjacent the new Boggo Road Station and Kent Street, adjacent the Princess Alexandra Hospital and the nearby bikeway as part of the Cross River Rail Project. The bridge consists of a cable stayed steel box girder segment with two steel box girder approach segments. This paper describes the design process and the adoption of international standards to supplement the AS 5100 series of Australian Standards. Further, the systems adopted to achieve the required 100-year design life for the bridge as described.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306801</guid>
    </item>
    <item>
      <title>Modular lightweight FRP footbridges</title>
      <link>https://trid.trb.org/View/2306785</link>
      <description><![CDATA[Fibre reinforced polymer (FRP) footbridges were investigated by British Rail in the early 1980’s due to the benefits of lightweight construction. FRP bridge applications have continued to be developed for railway infrastructure in the UK, including aqueducts and footbridges, highway bridges, and railway bridge decks. Following this work, a new modular footbridge concept has been developed for improved level crossing replacement solutions, led by Network Rail with a collaborative team including Jacobs as an FRP bridge specialist. Footbridge user experience was a focus, as well as reduced cost due to simple and efficient construction methods. Future options for this footbridge concept are described, including use of bio-composite materials for certain components, and the ability for FRP bridges to be resilient to loss of intermediate support loss in derailment design situations.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306785</guid>
    </item>
    <item>
      <title>Parametric design and engineering of the Bridge of Remembrance, Hobart</title>
      <link>https://trid.trb.org/View/2306755</link>
      <description><![CDATA[A new pedestrian and bicycle bridge was designed by a team comprised of Arup and architects Denton Corker Marshall (DCM). The bridge comprises a hybrid three span continuous form based on a structural steel box girder deck combined with a hidden steel truss inside the wing. These rotate 180° along the length of the bridge, varying the structural depth to match the bridge forces. To develop the design a 3d parametric model was developed in Rhino Grasshopper to enable rapid re-definition of the analysis model and optimise the design of the unique structure. This allowed detailed investigation of the rate of rotation of the wings, spacing of the truss members, rain flow run off from the wings, and development of a modular structure to optimise fabrication. Once the overall form of the bridge was established the Rhino model was extended to develop construction documentation, transportation limits and visualisations of the bridge structure. This paper will focus will discuss the differing requirements of a 3d cad model for documentation compared to the requirements of the 3d analysis model for bridge design.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306755</guid>
    </item>
    <item>
      <title>Gångbrosdynamik - belastning och människa struktur interaktion</title>
      <link>https://trid.trb.org/View/2269721</link>
      <description><![CDATA[The project proposal is a direct continuation of the project with FUDid 6724. The overall aim of the project is to improve engineering decision making in the conceptual design and assessment of footbridges under dynamic loads. The research is divided in three main parts: (i) formulation of a closed-form solution of the Human Structure Interaction (HSI) effect, (ii) study of the dynamic response of footbridges using random vibrations theory and (iii) the characterisation of the dynamic response of footbridges given the uncertainties of the input load and the system including the HSI effect. The proposal focuses on developing an analytical framework to the coupled pedestrian-bridge system problem, characterizing the crowd loading using a spectral approach and giving a probabilistic framework to the HSI effect. The proposal is based on the background, state of art of the research topic and the results obtained from the previous BBT project, which has been performed by doctoral student Daniel Colmenares and presented in a licentiate thesis in March 2021. The expected outcomes of the project are: i) how the HSI effect can be taken into account from a designer’s perspective either as a reduction factor or as equivalent damping curves, ii) how to take into account the HSI effect from a random vibration framework, iii) a spectral load model representative of a crowd-loading event and iv) a probabilistic framework for the HSI effect, taking into account both the uncertainties of the load and the system. The project will lead to improved design of footbridges, avoiding over-dimensioning and also avoiding inaccurate consideration of dynamic effects that might lead to discomfort for users and eventually high costs for retrofitting.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:26:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269721</guid>
    </item>
    <item>
      <title>Dynamiska tester under och efter byggandet för att främja användningen av trä för GC broar</title>
      <link>https://trid.trb.org/View/2269668</link>
      <description><![CDATA[The combination of climate goals and the need to promote walking and bicycle traffic makes an increasing interest for pedestrian traffic on wooden bridges. In addition, wood has, in addition to the ecological aspect, two other benefits for pedestrian bridges. Parts of the structure can be manufactured in a factory, which means that the bridges can be built quickly on the production site. The low dead weight allows slim and aesthetic bridges to be designed. However, the combination of relative low stiffness and low weight for wooden bridges give rise to uncomfortable vibrations for pedestrians.  In fact, the requirement for permissible oscillations is often what governs dimensioning for pedestrian bridges with relative long spans. For this reason, accurate dynamic finite elements (FE) analyses are often required in the design phase of new pedestrian bridges in wood. Our experience and the literature review show that it is difficult to develop such FE models in the design phase (i.e. without the possibility of in situ calibration experiments) and that more research is needed to understand how the different parts of the bridge interact with each other and how they contribute to the dynamic behaviour. To investigate this, we suggest one methodology, which, to our knowledge, never has been used in this context.  For three different bridges, we are going to carry out controlled dynamic tests at various stages during construction. We are also going to test the dynamic properties of certain bridge parts in the factory. By reproducing these tests with FE analyses, we will be able to study the dynamic behaviour of the bridges carefully regarding the different connections between the bridge parts. After construction, we will also perform tests at different seasons to quantify how the natural frequencies and damping varies with temperature and humidity. With better knowledge of their dynamic behaviour, it becomes possible to design aesthetic and slim pedestrian bridges in wood. This will lead to the wood becoming one more natural choice for new pedestrian bridges.]]></description>
      <pubDate>Mon, 16 Oct 2023 09:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269668</guid>
    </item>
  </channel>
</rss>