<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>Sustainable Approaches to Enhancing Performance and Resilience of Historic Railway Bridges</title>
      <link>https://trid.trb.org/View/2671075</link>
      <description><![CDATA[This paper discusses the ways and means by which Irish Rail has been dealing over the years with aging bridge structures, aiming to improve their performance and resilience in a sustainable manner. The paper outlines the methods for refining the assessments of the structural capacity of historic bridges by the application of site-specific loading and modern computational dynamic analysis to evaluate the performance existing railway bridges. The important phenomena, such us dynamic amplification, serviceability-critical bridge and train accelerations, as well as bridge-train interaction and resonance are outlined. Irish Rail’s methods of improving the performance of these bridges are discussed, with the particular focus on the sustainable methods of strengthening and improving the resilience of historic railway bridges.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671075</guid>
    </item>
    <item>
      <title>Floating debris impact on historical masonry arch bridges: Model updating and fluid-structure interaction simulation</title>
      <link>https://trid.trb.org/View/2672342</link>
      <description><![CDATA[Historical masonry arch bridges represent critical transportation infrastructure and irreplaceable cultural heritage, yet they face severe threats from floating debris impact during extreme hydrological events. Existing research primarily focuses on ship impact on modern bridges, paying insufficient attention to the material degradation caused by long-term weathering and water erosion. Moreover, current simulation methods often lack adequate bidirectional fluid-structure interaction (FSI) simulation for woody debris impact, leading to inaccurate safety evaluations. This study takes the Nanjing Putang Bridge—a nine-span historical masonry arch bridge constructed in 1512 and a Chinese key national cultural heritage site—as a case study. Two key contributions are presented: first, the development of a two-stage finite element model updating approach based on operational modal analysis to map material degradation; and second, the integration of the updated model with bidirectional FSI simulation to systematically investigate the bridge’s mechanical response under woody debris impact. Results show that under combined water flow and debris impact, tensile stress concentrates on the side wall of Pier No. 5 and joints between Arch No. 3 to No. 6 and their respective arch shoulder walls, without causing structural collapse. Additionally, existing ship collision codes overestimate the impact force of floating woody debris, while the current simulation impact values are only 13–41 % of code-derived ones. This overestimation is corrected by introducing a regression-derived dynamic correction coefficient. This study provides a reliable numerical framework for the safety assessment of historical masonry arch bridges against floating debris impact.]]></description>
      <pubDate>Thu, 14 May 2026 14:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672342</guid>
    </item>
    <item>
      <title>Prowers Bridge Study: Experimental and Analytical Techniques for Wind Loading Analysis at an Historic Truss Bridge</title>
      <link>https://trid.trb.org/View/2187225</link>
      <description><![CDATA[The University of Colorado at Denver has been studying the relationship between wind loading and structural response in historic truss bridges adapted to pedestrian use. Currently, many historic truss bridges with traditional timber decks would be inadequate for pedestrian conversion using the traditional "skeleton" method of modeling and the current American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications for Design of Pedestrian Bridges for lateral (wind) design loads (AASHTO 1997) on the windward bottom chord members (eyebars). An experimental and analytical study was completed on the Prowers Bridge over the Arkansas River, constructed in 1909, which is located near Lamar, Colorado. The experimental study utilized data from anemometers and clamp-on modular strain transducers to provide verification of an analytical deck model of the current Prowers Bridge. This paper presents the equipment, results with methodology, and engineering applications based on the experimental and analytical response to the lateral (wind) loads at the Prowers Bridge. The overall results indicate that increasing the dead load of the deck and accounting for the stiffening effect of the deck in the analytical model allows the windward bottom chord eyebars to satisfy AASHTO lateral (wind) loading requirements. In summary, this research provides useful applications to aid rehabilitation and restoration of historic vehicular truss bridges for pedestrian use.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187225</guid>
    </item>
    <item>
      <title>Wind Load Analysis of a Truss Bridge at Rifle Colorado</title>
      <link>https://trid.trb.org/View/2187216</link>
      <description><![CDATA[Current AASHTO requirements for pedestrian bridges may prove some historic truss bridges to be under-strength when applying wind loads to simple skeleton models. The Rifle Bridge over the Colorado River at Rifle, Colorado, is a historic steel truss structure that was one of five in a study to analyze actual wind loads on existing structures. This paper discusses the effects of including stiffening elements in 3D models by comparing actual and calculated wind loads. During the six week wind study period, maximum wind loads measured were in excess of 60 mph, which resulted in easily measured strains. Analytical models include the metal deck with asphalt as a stiffening element, which is treated as plate elements with a modulus representative of the composite section. Recommendations for modeling the deck are provided.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187216</guid>
    </item>
    <item>
      <title>Analysis and Testing of the Historic Blue River Bridge Subjected to Wind</title>
      <link>https://trid.trb.org/View/2187205</link>
      <description><![CDATA[The overall purpose of this research is to analyze an historic truss bridge called the Blue River Bridge near Dillon, Colorado under wind load to investigate the stiffening effect of the deck. The bridge, located in the Rocky Mountains has a timber deck with relatively high stiffness in the lateral direction. The traditional method of analysis is based on a skeleton frame with no deck and alternative load paths are neglected. Analytical modeling was completed using finite element software. The American Association of State Highway Transportation Officials (AASHTO) wind load of 75 psf was applied to the models to demonstrate the stiffening effect of the deck. The deck analytical model was verified by a field test under real wind conditions. In summary, Blue River Bridge was analyzed under AASHTO wind load for two different systems, skeleton frame and skeleton with stringers and deck and again under wind pressure determined experimentally for the skeleton with stringers and deck. The results were compared for critical members. Despite existing distress in the truss and abutments, it was found that the lateral stiffness of the deck was near its theoretical maximum.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187205</guid>
    </item>
    <item>
      <title>Eads Bridge Highway Deck Reconstruction</title>
      <link>https://trid.trb.org/View/2235378</link>
      <description><![CDATA[The Eads Bridge, the first bridge to span the Mississippi River at St. Louis, was dedicated on July 4, 1874. The double deck structure is a National Historic Landmark that has carried countless horse drawn wagons, locomotives, automobiles, trucks and pedestrians. For most of its history, the Eads Bridge was owned by various railroads. The Terminal Railroad Association of St. Louis operated the upper highway deck as toll bridge even after the lower rail deck was closed in 1974. The City of St. Louis acquired the bridge in 1989 and donated the lower level to be used by the community's light rail system, MetroLink. The lower rail deck was rehabilitated and re-opened in 1993 when MetroLink debuted. The upper roadway deck became structurally deficient and the bridge was closed to highway traffic in 1991 during the construction of MetroLink. The most recognizable feature of the bridge is the portion over the river, which consists of three long steel arch truss spans. Besides the main river spans, the historic structure consists of the West Approach, the West Arcade and the East Arcade. The Eads Bridge also includes two East Approach ramps that had been entirely replaced before the bridge was 50 years old. The historic structure is approximately 3000 feet in length while the ramps are each approximately 1000 feet long. The demolition portion of the project included removal of the existing deck and toll facilities on the historic structure and removal of the entire East Aproach ramps. After an extensive rehabilitation that began in late 1998, the highway deck was re-opened in a ceremony held July 4, 2003, 129 years after its original debut.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235378</guid>
    </item>
    <item>
      <title>Computer Modeling of the Seventh Century Maya Suspension Bridge at Yaxchilan</title>
      <link>https://trid.trb.org/View/2164737</link>
      <description><![CDATA[Archaeologists consider the Maya civilization to be a stone age culture. This misnomer is applied to a unique and long-lived society that achieved advanced levels of scientific advancement while Europe languished in the dark ages. During the Maya Classic period, 250 BC to 900 AD, these ingenious people developed numerous scientific and engineering achievements including the concept of the number zero, a calendar system that is more accurate than our present day calendar, and creation of ingenious engineering applications including the construction of a long span suspension bridge over the broad Usumacinta River at the Royal city of Yaxchilan. This 106-meter long suspension bridge would be the longest bridge in the world until Italian Engineers built a longer span over the Adda River. This lost landmark of Civil Engineering was jealously hidden for centuries by the mysterious rainforest. Recently the Maya bridge at Yaxchilan and other ancient structures were uncovered by the new breed of Archaeo-Engineer using state of the art forensic engineering techniques aided by computer modeling and simulation.]]></description>
      <pubDate>Sun, 29 Mar 2026 17:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2164737</guid>
    </item>
    <item>
      <title>Craftsmanship Across the Cornfields: A Survey of Midwestern Covered Bridges</title>
      <link>https://trid.trb.org/View/2235308</link>
      <description><![CDATA[Three master builders created signature creations. Although none were professionally trained, they showed an understanding of how their bridges worked that has allowed them to stand to this day. All three crafted fine arches connected with sophisticated, long lasting joinery. The Kennedys built aesthetically refined portals that are works of art, while Daniels and Britton preferred more of a "neat, clean finish." They all showed a sophistication in the types and variety of fishplates they employed in the lower chord, one of the most critical parts of the bridge. Daniels and Britton also demonstrated an ability to artfully incorporate new materials like iron in creating long lasting structures. However, as these builders were completed their careers, threats to their structures were ever present due to the new demands of the automobile. As bridges across the Midwest and across the nation were replaced or allowed to decay, new forces urged their preservation. HABS began documenting these structures in the 1930s, even as they were literally collapsing in front of their eyes. The Parke County Covered Bridge Festival was established in 1957 to help preserve and promote its Daniels and Britton legacy. Ongoing threats continue such as the collapse of the Bell Ford Bridge in Indiana and arson of the Hunterdon Bridge in Iowa in 2005. But it is hoped that the success of the National Covered Bridges Preservation Act, which included funding for preservation and protection as well as the research of the HAER National Covered Bridges Program, will insure that this important engineering legacy continues for generations to come.]]></description>
      <pubDate>Fri, 20 Mar 2026 08:38:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235308</guid>
    </item>
    <item>
      <title>Field Testing and Data Acquisition of Historical Truss Bridges Using Modular Strain Transducers</title>
      <link>https://trid.trb.org/View/2235274</link>
      <description><![CDATA[Development of a strain transducer device for use on structural steel members was developed. The inexpensive, reusable transducer can be conveniently and nondestructively clamped to a structural member. It can be reused. Prototype devices have been tested in the laboratory to verify reliability and repeatability of results and have been compared to analytical results. The device has been successfully used in the field on full-scale members. Each device cost approximately $50 USD. Experimental strain measurement of a weathered structural member using strain gauges usually involves the surface preparation work of grinding to remove paint and corrosion, sanding to create a smooth uniform surface, member polishing, bonding, and clamping of the strain gage. This is in addition to other miscellaneous field installation preparation tasks. Access can sometimes be hazardous and the task is always inconvenient. The device presented in this paper has been developed through a combination of laboratory research and finite element modeling.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235274</guid>
    </item>
    <item>
      <title>A study of stone arch bridge’s flood reliability through a surrogate model approach</title>
      <link>https://trid.trb.org/View/2663631</link>
      <description><![CDATA[Europe’s historic masonry arch bridges are culturally and economically significant, but their long-term safety must be ensured. Scour effects are the most common cause of collapse, so it is necessary to carry out structural assessments to mitigate the risk and prevent potential failures. In this study, a metamodel-based method was used to determine the probability of failure of an existing stone arch bridge in Portugal due to local and contraction scour on the abutments. Non-linear finite element analysis supported the calculation of the reliability index, which took into account the soil-structure interaction and the failure mechanism. The variables with the greatest influence on the load-carrying capacity of the structure were identified and a surrogate model was implemented. Fragility curves were then derived based on the surrogate model, using scour depth as a measure of intensity and load factor as an engineering requirement parameter. The results of the study indicate that the load capacity of the numerical model is compromised when the scour depth of 1.5 m reaches the base of the foundation. As a result, stability problems and settlements are observed in the model. At a depth of 2.5 m, the soil reaches its ultimate bearing capacity.]]></description>
      <pubDate>Fri, 27 Feb 2026 11:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663631</guid>
    </item>
    <item>
      <title>Response of Pin-Connected Truss Bridges to Wind</title>
      <link>https://trid.trb.org/View/2235244</link>
      <description><![CDATA[Preservation of historic bridges has led to renewed interest in understanding the response of pin-connected truss bridges to lateral loads. While numerous examples of full-scale gravity load testing on truss bridges can be found in the literature lateral load tests on truss bridges of ordinary span lengths are another matter. A low-cost instrumentation system was developed to obtain data from lateral loads on pin-connected truss bridges. The results provide insight into actual performance of pin-connected truss bridges under lateral loads. Both the stiffening effect of different deck types and the actual flexural response of portal frames are examined. The actual responses are compared to results from analyses. These findings are offered as a first step toward experimental investigations of lateral load response on ordinary truss bridges, the type of bridges now of interest for historic preservation. The testing was conducted as verification for a new application of structural modeling for historic truss bridges. The goal of this project was to aid preservation efforts for one of the cradles of civil engineering heritage: the pin-connected truss bridge.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:00:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235244</guid>
    </item>
    <item>
      <title>Analysis, Testing, and Load Rating of Historic Steel Truss Bridge Decks</title>
      <link>https://trid.trb.org/View/2582125</link>
      <description><![CDATA[This report documents the results of a study of on-system historic metal truss bridges in Texas. On-system bridges are those located on the state highway system, and the surviving on-system historic trusses in Texas were typically constructed in the 1920s and 1930s. The primary objective of this study was to investigate methods that can be used to develop an accurate and realistic load rating for an older on-system truss bridge. In order to examine issues involved in the structural evaluation of older on-system truss bridges, two case study bridges were investigated in detail. In addition, a full-scale laboratory experimental investigation was conducted on a single bay of a typical truss bridge floor system. Evaluation of the case study bridges indicated that the primary structural deficiency in these bridges was inadequate capacity of the steel floor beams and stringers, based on conventional load rating techniques. The analysis and field load testing conducted on the case study bridges and the laboratory investigation therefore focused primarily on the bridge floor systems. The results of this study indicate that the use of standard AASHTO load rating techniques can substantially underestimate the strength of the floor beams and stringers. A significantly more accurate prediction of the structural response of the floor members to truck live loads can be achieved by conducting an elastic finite element analysis of the bridge floor system. Comparison with extensive field load test results and with laboratory test results shows that finite element analysis provides a more realistic but still somewhat conservative prediction of floor member response. Analysis of the floor system using a finite element model can be used to support a significantly improved load rating for historic on-system truss bridges.]]></description>
      <pubDate>Sat, 15 Nov 2025 19:27:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582125</guid>
    </item>
    <item>
      <title>Realistic analysis for remaining fatigue life for historic riveted railway bridges</title>
      <link>https://trid.trb.org/View/2602763</link>
      <description><![CDATA[Given the lack of historic information regarding traffic conditions and structural details of railway riveted bridges more than 100 years old, most assessments relate to the structure's current condition. Moreover, fatigue assessment procedures are also usually associated with loading models taken from current Codes and Standards that may not represent the bridge's real load history, hence leading to unrealistic remaining fatigue life predictions. This paper proposes a novel approach to assess the remaining fatigue life of historic railway riveted bridges common in the Chilean railway bridge portfolio by introducing three novel elements. First, it considers a typological approach by classifying bridges by their construction details and retrofitting. Secondly, the bridge archetype is analysed in different configurations representing typical historic bridge strengthening sequences. Third, the loading spectrum is defined using real data on train types and freight transited through the Chilean railway network through the ages. Comparison of the results with the ones obtained using loading models prescribed by different standards (EFE, Eurocode and AREMA), shows that the latter tend to overestimate the fatigue damage of the bridge. Finally, reliability analysis methods are employed to determine the probability of failure of the bridge most fatigued connection, and this is compared to the one obtained by applying Miner’s rule. The reliability analysis shows that the failure probability is within acceptable values for all bridge configurations, and that Miner’s rule leads to conservative results when compared to a wide range of reliability indexes, proposed in current literature.]]></description>
      <pubDate>Wed, 12 Nov 2025 09:35:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2602763</guid>
    </item>
    <item>
      <title>Source-Related Uncertainties in the Seismic Performance Assessment of a Historical Masonry Railway Bridge</title>
      <link>https://trid.trb.org/View/2563626</link>
      <description><![CDATA[Bridges are fundamental components of the global transportation network, serving as critical links for the efficient movement of goods and individuals. Inadequate performance of these structures may result in significant disruptions across the entire transportation system. Accordingly, this study conducted a thorough investigation to assess the susceptibility of the Shahbazan Masonry Arch Bridge to seismic activity. The primary objective of this research is to account for the uncertainties related to seismic sources, such as the source type and source-to-site distance. This evaluation employed fragility analysis as a rigorous methodology to determine the likelihood of varying levels of damage under seismic conditions to provide insights into structural performance. The bridge was precisely modeled employing advanced finite element procedures, facilitating a comprehensive analysis of its structural behavior. It underwent thorough nonlinear dynamic analyses to evaluate its response under various seismic conditions. In total, 90 distinct bridge-earthquake scenarios were examined using the nonlinear cloud dynamic analysis to assess and enhance the bridge’s safety under potential earthquakes. Nonlinear response-history analyses incorporated strike- and dip-slip strong-ground-motion records. In addition, the sensitivity to various seismic-source parameters was evaluated using conventional correlation tests. The results reveal the significant impact of seismic-source parameters on the vulnerability of the Shahbazan Historical Masonry Railway Bridge. It was also shown that the source-dependency of the performance of the bridge gradually decreases by the source-to-site distance and fades after 50 km. Fragility curves reveal 20%–30% higher damage probabilities for strike-slip sources than dip-slip ones, but these differences diminish as damage severity increases.]]></description>
      <pubDate>Fri, 19 Sep 2025 16:58:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563626</guid>
    </item>
    <item>
      <title>Mitigating Bridge Scour Using Cutwaters in China: Ancient Wisdom and Modern Insights</title>
      <link>https://trid.trb.org/View/2578875</link>
      <description><![CDATA[Bridges have been integral to the development of civilization and urbanization, particularly in ancient times. In China, many historical bridges spanning waterways have endured for over a millennium with minimal structural damage. Their remarkable performance against scour is partly attributed to the protective function of cutwaters, exemplifying ancient ingenuity in scour mitigation. This study explores the use of cutwaters in representative historical Chinese bridges, including the Zhenhai, the Luoyang, the Wan’an, and the Lugou, providing a comprehensive review and comparative analysis. A noteworthy observation is that the cutwaters at these bridges consistently feature a nose angle of approximately 50 degrees. By integrating flume experiments and numerical simulations, this research investigates scour patterns around piers equipped with cutwaters of varying shapes. The results demonstrate that well-designed cutwaters effectively reduce both scour depth and range, with a 50-degree nose angle emerging as the optimal design. These findings underscore the enduring relevance of ancient engineering practices, providing valuable insights for modern strategies in bridge scour mitigation.]]></description>
      <pubDate>Fri, 19 Sep 2025 08:58:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578875</guid>
    </item>
  </channel>
</rss>