<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>DEVELOPMENT OF THE CONCRETE HULL</title>
      <link>https://trid.trb.org/View/69272</link>
      <description><![CDATA[The Author traces the history and development of ferrocement and of reinforced and prestressed concrete as hull materials for a wide range of floating structures.  The distinct characteristics of shipbuilding concrete in terms of materials properties, design, construction techniques, hull shape, size, and weight are critically examined in relation to cargoes carried, special uses, and short and long term operational behaviour.  Experience of concrete hulls indicates two major areas for closer examination and caution in design--impact behavior and weight.  Impact resistance can be improved at extra cost, but the naval architect must move to shapes more able to resist the complex stresses at sea and use higher strength and lower density concrete, if concrete ships are to compete operationally with steel vessels.  An extensive list of references in included. Order from: BSRA as No. 47,918.]]></description>
      <pubDate>Thu, 31 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69272</guid>
    </item>
    <item>
      <title>DESIGN-CONSTRUCTION OF PRECAST PRESTRESSED CONCRETE FLOATING WAVE ATTENUATOR</title>
      <link>https://trid.trb.org/View/539728</link>
      <description><![CDATA[Precast, prestressed concrete was used imaginatively to build the first phase of a 960 ft (293 m) floating wave attenuator in Flushing Bay, New York.  The precast system proved to be cost effective and efficiently constructable, while also solving the site constraints and environmental issues.  The attenuator features three 16 ft (4.9 m) wide, 320 ft (97.5 m) long sections comprising 8 ft (2.4 m) wide, 40 ft (12.2 m) long precast, prestressed polystyrene filled concrete box units transverely post-tensioned together.  This article provides the conceptual system, bidding process, design criteria and structural design considerations of the project as well as highlights of manufacture, transportation, and erection of the precast segments.]]></description>
      <pubDate>Wed, 21 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539728</guid>
    </item>
    <item>
      <title>PRECAST PRESTRESSED SEGMENTAL FLOATING DRAWSPAN FOR ADMIRAL CLAREY BRIDGE</title>
      <link>https://trid.trb.org/View/539101</link>
      <description><![CDATA[The use of segmented precast construction techniques resulted in quality, durability and economy in the floating drawspan for the $84 million design-build project in Pearl Harbor, Hawaii.  The new 4700 ft (1433 m) long bridge connects the "mainside" area of the Naval Base at Pearl Harbor with Ford Island, and the drawspan provides a 650 ft (198 m) wide opening for large ships.  The fixed trestle is a prestressed concrete girder structure utilizing stay-in-place prestressed deck form panels and supported by prestressed piles.  The floating span is a cellular concrete box pontoon, comprising precast panels integrated with cast-in-place concrete.  This article provides an overview of the project and describes the design and construction of three 310 x 50 x 17.5 ft (94.5 x 15.2 x 5.3 m) deep hollow concrete sections that were produced in Tacoma, Washington, and integrated at the site into one continuous 930 ft (283.5 m) long floating bridge pontoon.]]></description>
      <pubDate>Thu, 03 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539101</guid>
    </item>
    <item>
      <title>DESIGN AND CONSTRUCTION OF FLOATING SLAB TRACKWAY</title>
      <link>https://trid.trb.org/View/485786</link>
      <description><![CDATA[The Pittsburg/Antioch extension (PAX) in Concord, California, as part of the Bay Area Rapid Transit (BART) system, is the first heavy rail transit system that utilized a floating slab trackway in an at-grade application to reduce groundborne vibrations. The at-grade alignment consisted of 4,250 linear feet (1,295 m) of floating slab trackway and 1,280 linear feet (390 m) of ballasted trackway.  The majority of the 2 mile (3.2 km) extension runs directly through a major commercial and residential highway. Because of the close proximity of the residences along the highway and the local soil conditions, studies indicated the vibration effects in the local residences would exceed acceptable criteria levels.  Development of the floating slab system for the PAX extension involved the following major steps: 1) design, construction and testing of a pre-cast floating slab mock up for use as a production prototype; 2) iterative elastomeric pads formulation and configuration adjustments including extensive testing to meet dynamic-to-static stiffness ratios and performance criteria; and 3) strict quality assurance/quality control procedures during floating slab and elastomeric pad production and installation.]]></description>
      <pubDate>Sun, 24 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485786</guid>
    </item>
    <item>
      <title>WHAT SANK THE LACEY MURROW? THE STATE'S CASE</title>
      <link>https://trid.trb.org/View/383475</link>
      <description><![CDATA[Consultants were hired to investigate the failure of Washington State's 50-year-old Lacey V. Murrow floating bridge during a major rehabilitation project in November 1990.  This article presents the State's case.  After extensive investigations, the State found that the primary cause of the sinking was the water that accumulated in the bridge pontoons during the renovations. The sources of the water were the hydrodemolition machines used to move concrete from the pontoons, rainwater, and to a lesser extent, wave splash water.  The details of how this happened are described.]]></description>
      <pubDate>Fri, 22 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/383475</guid>
    </item>
    <item>
      <title>WHAT SANK THE LACEY MURROW? THE CONTRACTOR'S CASE</title>
      <link>https://trid.trb.org/View/383476</link>
      <description><![CDATA[Consultants investigated the failure of the Lacey V. Murrow Floating Bridge (Washington) during a major rehabilitation in November 1990.  This article presents the contractors viewpoint. The investigations found that the probable cause of the failure was progressive bond slip at lapped splices in the bottom slab of a pontoon (A5), due to fatigue in bond.  This led to permanent widening of existing transverse cracks in the bottom slab, allowing enough water to flow into the pontoon to cause it to fail in vertical binding.  The deterioration was the result of cumulative damage caused by millions of cycles of wave-induced stress reversals over the 50-year life of the bridge.  Factors that support this theory are presented.]]></description>
      <pubDate>Fri, 22 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/383476</guid>
    </item>
    <item>
      <title>NOT JUST ANOTHER FLOAT-IN</title>
      <link>https://trid.trb.org/View/464802</link>
      <description><![CDATA[To make the George P. Coleman Bridge in Yorktown, Virginia wider and safer for today's traffic, the Virginia Department of Transportation (VDOT) and Tidewater Construction Corp. (AGC) floated out the existing bridge and floated in a new one. The idea of floating in a bridge is not new, but this was the first time a bridge anywhere close to this size had been floated into place, ready to carry traffic.]]></description>
      <pubDate>Mon, 07 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464802</guid>
    </item>
    <item>
      <title>FAILURE OF LACEY V. MURROW FLOATING BRIDGE, SEATTLE, WASHINGTON</title>
      <link>https://trid.trb.org/View/415720</link>
      <description><![CDATA[Part of a 50-year-old floating concrete bridge over Lake Washington near Seattle sank in November 1990 after a major storm.  The Lacey V. Murrow Bridge (LVMB) had been closed for renovation when it sank, leading investigators to speculate that the most probable cause of failure was the accumulation of water in the bridge during renovation.  Hydrodemolition, rain, and wave splash water entered through construction oepnings and severed roadway drains.  Failure was unrelated to strength reductions caused by construction openings and the age and condition of the bridge were of minor significance.]]></description>
      <pubDate>Fri, 10 Mar 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/415720</guid>
    </item>
    <item>
      <title>FLOATING FACTORY</title>
      <link>https://trid.trb.org/View/414923</link>
      <description><![CDATA[The authors describe an innovative approach for constructing concrete immersed tubes in flotation by using their considerable buoyancy in conjunction with a submersible pontoon as a base for the initial stage of construction. The proposed method is cost effective and has significant environmental advantages when compared to conventional methods of fabricating concrete or steel tubes.]]></description>
      <pubDate>Thu, 23 Feb 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414923</guid>
    </item>
    <item>
      <title>FLOATING PRECAST CONCRETE DOCKS</title>
      <link>https://trid.trb.org/View/408910</link>
      <description><![CDATA[The authors describe floating precast concrete docks as durable units capable of withstanding significant marine loads.  Design of these precast docks is discussed as well as other material properties.  Many examples of existing concrete docks are provided.  The authors state that precast concrete floating dock units are durable, strong, and versatile enough for a variety of custom design applications.]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408910</guid>
    </item>
    <item>
      <title>CIVILIZATION THROUGH CIVIL ENGINEERING. 14TH CONGRESS, NEW DELHI 1992</title>
      <link>https://trid.trb.org/View/380160</link>
      <description><![CDATA[Themes include: New horizons in structural engineering; Structural contribution to natural disaster reduction; Impact of structures on the environment; Financing projects: world trends; Tensioned structures; Offshore fixed and floating structures; Renewable energy structures; Highrise buildings; Creative design as reflected in practical applications; Bridge design and construction; Structures to withstand natural disasters; Continuing education: scope and objectives; Urban transport structures; Bridge management systems; Society-engineer-environment; Structural concrete: concepts and practices; Durability in design, detailing and construction; Expert systems in structural engineering.]]></description>
      <pubDate>Mon, 04 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/380160</guid>
    </item>
    <item>
      <title>CONSTRUCTION OF PRESTRESSED CONCRETE STRUCTURES. SECOND EDITION</title>
      <link>https://trid.trb.org/View/369298</link>
      <description><![CDATA[This book provides a basic and inclusive exposition of prestressed concrete construction technology, and serves as a practical guide to the contractor and construction engineer.  In the 22 years that followed publication of the First Edition, dramatic advances have been made in the use of prestressed concrete.  It is also becoming increasingly difficult to classify structural systems:  the advent of partial prestressing, and the increased blending of prestressed reinforcement with conventional passive reinforcing bars make any separation into prestressed and nonprestressed categories quite arbitrary.  The newest codes now recognize a continuum covering the entire range.  Following an Introduction, the contents of the book are presented in two parts.  Part One, Materials and Techniques for Prestressed Concrete, contains the following chapters:  (1) Materials for Prestressed Concrete; (2) Prestressing Systems; (3) Applicable Reinforced Concrete Practice--A Background for Prestressed Concrete Structures; (4) Special Techniques; (5) Durability; (6) Posttensioning Technology; (7) Manufacture of Precast Pretensioned Concrete; (8) Architectural Prestressed Concrete; and (9) Safety.  Part Two, Use of Prestressed Concrete, has the following chapters: (10) Prestressed Concrete in Buildings; (11) Prestressed Concrete Piling; (12) Prestressed Concrete Bridges; (13) Prestressed Concrete Marine Structures; (14) Bottom-Founded Concrete Sea Structures: Gravity-Base Offshore Platforms and Terminals; (15) Prestressed Concrete Floating Structures; (16) Prestressed Concrete Tanks; (17) Prestressed Concrete Pressure and Containment Vessels for Nuclear Power and High-Pressure Gases; (18) Prestressed Concrete Poles; (19) Pipes, Penstocks, and Aqueducts; (20) Railroad Ties (Sleepers); (21) Road and Airfield Pavements; (22) Machinery Structures; (23) Towers and Special Structures; (24) Cracking and Corrosion of Prestressed Concrete Structures; (25) Maintenance, Repair, and Strengthening of Existing Structures; (26) Demolition of Prestressed Concrete Structures; (27) Prestressed Concrete in Remote Areas; and (28) Prestressed Concrete--Implications and Prospects.  An Index is provided.]]></description>
      <pubDate>Thu, 06 May 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369298</guid>
    </item>
    <item>
      <title>CONCRETE AFLOAT</title>
      <link>https://trid.trb.org/View/157266</link>
      <description><![CDATA[In this book leading authorities throughout the world present information for the benefit of all those concerned with design, construction, operation and maintenance of concrete ships and other large floating concrete structures.  It covers development of the concrete hull; prestressed concrete platforms for process plants; classification of concrete ships; operational experience with prestressed concrete barges; LNG concrete ship economics; financing concrete vessels; current trends in design and construction; the role of the marine surveyor, structural appraisal; quality control and maintenance; practical design and construction; the market for concrete gas carriers; Genora's floating prestressed concrete dock design and construction.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157266</guid>
    </item>
    <item>
      <title>BARGE-MOUNTED OFFSHORE LNG LIQUEFACTION PLANTS</title>
      <link>https://trid.trb.org/View/68697</link>
      <description><![CDATA[The economics of development of natural gas reserves depends very strongly on their location in relation to the market. Natural gas has traditionally been handled by pipeline; the cost as well as the physical limitations imposed by remote, inaccessible locations has prevented the development of large amounts of known reserves.  A partial solution to development of these reserves has been the liquefaction of the gas on site with LNG tanker transport to the user areas. Many of the same limitations of remote location and lack of onshore support limit the application of this approach as well.  Offshore floating LNG liquefaction facilities have been proposed as a alternative to the traditional onshore terminals.  An evaluation of such as alternative has been done and the results indicate that the offshore floating facility is viable and offers special advantages in safety, technology and economy.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68697</guid>
    </item>
    <item>
      <title>MARINE INDUSTRIAL COMPLEXES AND FACILITIES TRENDS AND FUTURE CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/68696</link>
      <description><![CDATA[A marine industrial facility is a commercial facility that is constructed at a shipyard on a barge or vessel hull and is floated to the intended operational site.  Such a concept may have numerous applications which include power plants, refineries, chemical processing plants, LPG/LNG gasification facilities, fertilizer plants, concrete plants, and others. In the operation area, such a facility can operate in various modes either on land or offshore.  When operating on land, the process barge is towed into a shallow basin.  The entrance is then back filled and the basin is dewatered to the land barge.  Offshore, the prefabricated industrial facility can operate either as sea-bottom supported or waterborne.  Sea-bottom support can be obtained through the use of a jack-up platform or through the use of a barge hull designed as a submersible to rest on the sea bed.  The paper views marine industrial facilities as the first serious attempts for further commercialization of the oceans since the advent of offshore oil and gas exploration and production.  They represent innovative solutions to special technical and managerial problems.  The paper reviews the main forces behind such concepts, the various considerations in producing and implementing them, and sets the stage in which such facilities will develop.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68696</guid>
    </item>
  </channel>
</rss>