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    <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" />
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Effects of maintenance vehicle track-like attachments on the vortex-induced vibration of a flat box bridge girder</title>
      <link>https://trid.trb.org/View/2691203</link>
      <description><![CDATA[Maintenance vehicle tracks induce local flow separations that frequently result in vortex-induced vibration (VIV) of flat box bridge girders. The effects of maintenance vehicle track-like attachments on the VIV responses and flow dynamics of a flat box girder were investigated using laser displacement sensors, particle image velocimetry, pressure scanners, and individual pressure transducers. The attachments were h = 0.1 D in height (where D is the characteristic length of the girder). A girder without attachments (h = 0 D) was also examined for comparison. The results show that maintenance vehicle track-like attachments change the VIV features of a flat box bridge girder. The maximum amplitude decreased from 0.030 D to 0.005 D, and the lock-in region shrank from a reduced velocity Ur = [5.41, 7.09] to Ur = [5.53, 6.72]. These VIV changes are attributable mainly to distorted von Kármán vortex shedding produced by reattachment and merging of the leading-edge vortex (LEV) with upper trailing-edge vortices (u-TEV) and subsequent interaction with lower trailing-edge vortices (l-TEV), in contrast to classical von Kármán vortex shedding produced by the meeting of u-TEV and l-TEV in the near wake of a bridge girder. The LEV performs negative work just before it reaches the trailing-edge fairing, although it does positive work over the whole VIV process, resulting in a decrease in the positive work fraction from 80.52% (h/D = 0) to 54.55% (h/D = 0.1) and an increase in the negative work fraction from 19.48% to 45.45%. Modal analysis revealed distinct dominant flow modes: an asymmetric vortex shedding mode for h/D = 0 with an energy contribution of 61.44, versus a distorted asymmetric mode (30.98%) for h/D = 0.1.]]></description>
      <pubDate>Thu, 16 Jul 2026 16:39:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691203</guid>
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    <item>
      <title>Flutter control mechanisms of central buckles and cross slings for double-main-span suspension bridges in operation</title>
      <link>https://trid.trb.org/View/2684609</link>
      <description><![CDATA[With the increasing application of multi-main-span suspension bridge systems in long-span bridge engineering, flutter control in the completed operational state has become a critical aerodynamic concern. However, existing studies have predominantly focused on single-main-span suspension bridges or on the construction stages of multi-span systems, while the flutter mechanisms and control effectiveness of structural countermeasures in completed double-main-span suspension bridges (DMSBs) remain insufficiently understood. In particular, the aerodynamic control mechanisms of central buckles and cross slings under strong multimodal coupling conditions have not yet been clearly elucidated. To address these issues, this study investigates the flutter behavior and control mechanisms of a DMSB in its completed state using the Practical Modality-Driven Flutter Analysis (PMDFA) method, supported by full-bridge aeroelastic model tests. Two single-main-span suspension bridges (SMSBs) with different span lengths are additionally established for comparison, enabling a systematic examination of the distinctive modal characteristics and flutter mechanisms associated with multi-main-span configurations. The results indicate that the DMSB exhibits significantly more complex dynamic characteristics than SMSBs, with both an antisymmetric torsional mode (A-1-S-T) and a symmetric torsional mode (S-1-S-T) capable of governing flutter, accompanied by pronounced multimodal coupling. Since both dominant torsional modes deform symmetrically within each individual span, central buckles exert only a limited influence on modal properties and aerodynamic damping balance, resulting in negligible improvement in flutter performance. In contrast, cross slings induce a highly nonlinear evolution of structural dynamics and flutter behavior. As their installation position approaches the middle tower, stiffness redistribution and enhanced inter-span coupling lead to frequency inflection, modal competition, and the emergence of coupled torsional modes (Low/High A-1-S-T). This modal splitting causes a sharp deterioration in flutter performance and the formation of a low-performance plateau over a range of configurations. Overall, the flutter performance of the DMSB is predominantly governed by the A-1-S-T mode, while localized dominance of the S-1-S-T mode may occur near specific cross-sling configurations. An optimal cross-sling arrangement is identified near the middle region of the span, yielding an improvement of approximately 15.5% in the flutter critical wind speed compared with the original configuration. The findings reveal that flutter control in DMSBs is governed by modal symmetry, stiffness redistribution, and multimodal aerodynamic damping reallocation, rather than by isolated changes in individual modal frequencies. This study provides a mechanistic basis for the mechanism-driven design and optimization of flutter countermeasures in multi-main-span suspension bridges.]]></description>
      <pubDate>Mon, 13 Jul 2026 13:58:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684609</guid>
    </item>
    <item>
      <title>Vortex-induced vibration control of bridges using a nonlinear energy sink: A CFD-based study</title>
      <link>https://trid.trb.org/View/2686758</link>
      <description><![CDATA[Long-span bridges, due to their lightweight and flexible nature, are highly susceptible to vortex-induced vibrations (VIV), which can involve different structural modes as wind velocity changes. The natural frequency of each mode may also drift over time due to structural aging, temperature fluctuations, or changes in operational loads, which makes tuned mass dampers less robust. To address these challenges, the nonlinear energy sink (NES) has emerged as a promising solution for robust, multi-mode VIV mitigation owing to its broadband energy absorption capability. However, most previous studies are numerical and rely on simplified vortex-induced force models, leaving the control effectiveness of the NES for bridge VIV insufficiently validated. This study employs high-fidelity computational fluid dynamics (CFD) to investigate the performance of the NES in controlling multi-mode VIV of a long-span bridge girder. The results show that a properly designed NES can effectively suppress VIV across multiple modes while maintaining robust performance under modal frequency variations. Moreover, for bridges with multiple closely spaced modes, a single NES may provide overall control comparable to, or exceeding, that of a multiple-TMD system with equivalent total mass, while requiring substantially smaller relative displacements. These findings highlight the robustness and multi-mode control potential of NES, supporting its practical application for bridge VIV mitigation.]]></description>
      <pubDate>Mon, 13 Jul 2026 13:58:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686758</guid>
    </item>
    <item>
      <title>Strong vibration signal reconstruction of long-span bridges based on distributed optical fiber acoustic sensing</title>
      <link>https://trid.trb.org/View/2685144</link>
      <description><![CDATA[The dynamic response monitoring of long-span bridges during strong vibrations is significant for bridge health monitoring. An effective method to measure the distributed vibration of a long-span bridge is the distributed optical fiber acoustic sensing (DAS) technique, which measures the optical phase and can acquire vibration signals of numerous sensing points. However, conventional demodulation results in severe signal distortion as the amplitude of strong vibrations exceeds the restriction of unwrapping algorithm. Hence, damage-sensitive parameters like mode shapes cannot be extracted. In this study, we propose a strong vibration signal reconstruction algorithm for DAS systems, which makes full use of bridge dynamics principles and the information from reference sensors. The algorithm extracts intrinsic mode functions from reference sensors and builds normalized modal coordinate functions to reconstruct optical phase signals based on the strain-to-phase transformation. Multi-parameter optimization is employed to determine the amplitudes and phases of each mode. A vibration experiment was conducted on a scaled model of a real sea-crossing cable-stayed bridge. The heavy hammer-induced vibration waveforms of 25 sensing points on the deck could be reconstructed with a 0.25 m measuring resolution. The maximum reconstructed strain in the experiment was 255.3 με. The first 6 bending strain mode shapes were extracted with an average consistent modal indicator of 87.15%. The average modal assurance criterion relative to fiber-Bragg-grating results was 0.9402, indicating significant consistency. This study contributes to the high-amplitude vibration measurement of long-span bridges, especially under severe loading conditions.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685144</guid>
    </item>
    <item>
      <title>A UAV-deployable lightweight framework for real-time bridge crack detection via YOLO-LY algorithm</title>
      <link>https://trid.trb.org/View/2685124</link>
      <description><![CDATA[To address the inefficiency of manual visual inspections and the limited adaptability of the conventional methods in bridge defect assessment, this study proposes an intelligent Unmanned Aerial Vehicle (UAV)-deployable crack detection framework based on a lightweight You Only Look Once-Lightweight and Yield-optimized (YOLO-LY) algorithm. The proposed YOLO-LY algorithm introduces three core innovations to enhance its performance: a Linear Deformable Convolution (LDConv) module for adaptive geometric deformation modeling, a Cross-Scale Feature Fusion Module (CCFM) to improve multi-resolution feature integration, and a Dynamic Sampling (DySample) mechanism to optimize upsampling efficiency. To enable real-time deployment of the lightweight YOLO-LY algorithm on UAV platforms, a hierarchical asynchronous architecture with timestamp interpolation was designed, which achieves a 0.2% frame loss rate in high-definition video streams. Experimental results demonstrate that YOLO-LY outperforms baseline models by achieving 90.3% detection accuracy with 31.8% fewer parameters under the challenging conditions including illumination variance and partial occlusion. Furthermore, the field validation via UAV deployments demonstrated significant improvements in the cost-effectiveness, the operational efficiency and the enhanced detection reliability in large-span bridge evaluations.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685124</guid>
    </item>
    <item>
      <title>Reproducing traffic loads on long-span bridges via fusion of sparse cameras and weigh-in-motion information</title>
      <link>https://trid.trb.org/View/2684467</link>
      <description><![CDATA[Accurate reproduction of the spatial-temporal distribution of traffic loads on bridge decks is significant for bridge health assessment. Current traffic load monitoring systems based on computer vision have the problems of limited field of view coverage and poor accuracy in target matching across multiple cameras. Therefore, the application of these systems to the entire deck area of long-span bridges still faces challenges. This paper proposes a method that combines sparse camera information with vehicle trajectory prediction to reproduce the spatial-temporal distribution of traffic loads. First, the vehicle weights recorded by the weigh-in-motion (WIM) system and the vehicle trajectories identified from the videos are integrated to generate the vehicle load distribution within the range of cameras. Next, an Informer-based deep learning model is utilized to identify driving intentions and predict the vehicle trajectories in the blind areas of the cameras. The efficiency and reliability of the proposed method are verified through the cable-stayed bridge field test. The results show that the identification accuracy of vehicle types is about 91.5%. Additionally, the root mean square errors (RMSE) of the vehicle’s longitudinal and transverse positions are less than 0.9917 m and 0.2100 m, respectively. The proposed method saves monitoring costs while enhancing the robustness of the monitoring system. Furthermore, this method expands the application scenarios to long-span bridges and provides an accurate spatial-temporal distribution of traffic loads for the subsequent real-time bridge health assessment.]]></description>
      <pubDate>Tue, 30 Jun 2026 10:21:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684467</guid>
    </item>
    <item>
      <title>Indirect Monitoring of Frequencies of a Multiple Span Bridge Using Acceleration Responses Collected From a Passenger Train</title>
      <link>https://trid.trb.org/View/2671829</link>
      <description><![CDATA[In this paper, a field study is carried out to monitor the natural frequencies of Malahide viaduct bridge which is located in the north of Dublin. An indirect bridge monitoring approach is employed is this paper, in which the acceleration responses from an instrumented train are used to estimate the natural frequencies of each span of the viaduct. An Ensemble Empirical Mode Decomposition (EEMD)-based Hilbert Huang Transform (HHT) technique is employed to identify the natural frequency of each span from the signals indirectly measured on the train. This is carried out by calculating the average of the Instantaneous Frequencies (IFs) using 41 runs of the instrumented train. To assess the feasibility of the indirect approach, direct monitoring approaches were also implemented using accelerometers attached to the spans of the viaduct. The measurements were carried out in twelve stages. In each stage, a different span was instrumented and monitored using five accelerometers placed on that span. The free and forced vibrations from each span are used to estimate the first natural frequencies. The frequencies obtained from drive-by measurements are compared to those from direct measurements which confirms the effectiveness of indirect approaches and shows the locations of the two replaced spans with higher stiffness that have higher natural frequencies compared to other spans. This full-scale approach expands the potential for applications of bridge–vehicle dynamic interaction responses, along with their ability to be demonstrators of successful implementations of decisions on public infrastructure.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671829</guid>
    </item>
    <item>
      <title>Some Impacts of Traffic Management Decisions on the Residual Life of a Long-Span Bridge</title>
      <link>https://trid.trb.org/View/2671088</link>
      <description><![CDATA[Bridges are important links in our road infrastructure network, making it possible to carry all types of goods and creating economic growth. This is particularly the case for (some) long-span bridges that cross main rivers, and for which there exist no alternative. These long-span bridges are often composed of high concrete piers, and steel orthotropic decks, which permit big crossings. These types of bridges are sensible to specific parameters of the traffic, possibly reducing their residual lifetime when introducing new traffic management procedures. This is the case for platooning, where vehicles are closer to each other than regular traffic and whose lateral positions are aligned in the lane. After presenting the context, this paper will show the assumptions and boundary conditions for our work. Without big emphasis on the calculations themselves, we will give some results in terms of modification of the residual lifetime of these bridges.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671088</guid>
    </item>
    <item>
      <title>Bridge-Wind Analysis: Assessing Wind Effects on Long Span Bridges Using Computational Modelling</title>
      <link>https://trid.trb.org/View/2671058</link>
      <description><![CDATA[Bridges are a critical element of any transportation network, and their safe and reliable operation is paramount. Bridge closures have major economic impact; Therefore, it is important that decisions that affect the operation of bridges are based on reliable data. The forces that bridges and the vehicles on them experience in high wind are poorly quantified. The accepted state of the art for designers and operators is that decisions about the bridge design are largely based on wind tunnel testing, with bridge operation plans arrived at separately based on experience and ad-hoc assumptions. This paper attempts to reframe the design process by considering computational modelling of wind-bridge interaction. Two case studies are considered: The Rose Fitzgerald Kennedy Bridge in Ireland and the Queensferry Crossing in Scotland. Results of computational models are presented, which have been validated using field data generously provided by Transport Infrastructure Ireland and Transport Scotland. This builds confidence in the use of such methods in the design and prediction of wind effects on long-span bridges.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671058</guid>
    </item>
    <item>
      <title>Heterogeneous point clouds fusion method for long-span suspension bridge cable morphology analysis</title>
      <link>https://trid.trb.org/View/2707919</link>
      <description><![CDATA[3D laser scanning has been widely used for digital modeling of large-scale structures, yet long-span bridge reconstruction remains challenging due to the limitations of single-source data acquisition. Terrestrial laser scanning (TLS) provides high-precision data but suffers from incomplete coverage due to scan range and occlusion issues. In contrast, airborne laser scanning (ALS) can capture full bridge geometry but struggle with data noise. This study proposes a heterogeneous point clouds fusion method that integrates TLS and ALS data to reconstruct long-span bridge’s point cloud models with high accuracy. The method aligns these two data sources using stable structural references (e.g., bridge towers), achieving a low registration error. Based on the fused model, we develop a multi-stage cable shape recognition method to accurately identify main cable morphology. Field validation on a Yangtze River bridge demonstrates significant performance gains. Compared with single-source methods, the proposed fusion approach improves main cable completeness by 161.94% over TLS and 6.98% over ALS, and enhances shape continuity by 17.90% and 71.93%, respectively. This framework offers a robust and efficient solution for bridge modeling and structural assessment, supporting downstream applications such as health monitoring and deformation analysis.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2707919</guid>
    </item>
    <item>
      <title>In-situ shear test and numerical simulation of concrete-rock interface shear failure mechanism and its implications for tunnel-type anchorages</title>
      <link>https://trid.trb.org/View/2712936</link>
      <description><![CDATA[The overall safety of long-span suspension bridges relies heavily on the stability of tunnel-type anchorages, among which the shear mechanical responses and failure behaviors of concrete–rock contact interfaces serve as critical factors for stability assessment. Nevertheless, the governing role of interface shear inclination on the failure evolution mechanism has not been fully clarified. The field in-situ direct shear experiments were performed on concrete–rock interfaces at the slope site of a suspension bridge tunnel anchorage to measure authentic shear strength indices. Numerical simulations based on the finite element method were then conducted to quantify the effects of interface inclination angles on shear failure patterns and mechanical behaviors. Finally, field case investigations were performed to reveal the deformation and progressive failure mechanisms of tunnel-type anchorages. The results show that: (1) The interface inclination angle dominates failure patterns, presenting interface shear failure and composite failure in sequence with angle rise, shear strength rises initially and then declines as inclination increases from 0° to 90°, with peak strength occurring at approximately 50°. (2) Surrounding rock failure modes of tunnel anchorages are governed by anchorage geometry, and primarily include interfacial shear failure along concrete–rock contacts and trans-interfacial shear failure penetrating both materials. (3) When the interface angle is less than 45°, significant dilatancy occurs during shearing. (4) Case results indicate that plastic zones in anchorage surrounding rock propagate from the rear end toward the front section with rising external loads; at 15 times the design cable force, plastic zones fully penetrate the rear anchor face cross-section, and displacement contours display a trumpet-like distribution extending from the anchorage rear end to the slope surface. These outcomes offer meaningful guidance for failure mechanism interpretation and reinforcement design of tunnel-type anchorages.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:20:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712936</guid>
    </item>
    <item>
      <title>Study on the dynamic alignment service status of high-speed railway long-span railway bridges and tracks</title>
      <link>https://trid.trb.org/View/2683164</link>
      <description><![CDATA[As an important component of railway transportation, bridges play a crucial role in the operation and service of railway lines. When carrying out the construction of large-span railway bridges, related research and demonstration have been conducted on the key issues faced in the design, construction, and operation of the bridges. These results are directly used to guide bridge operation later. The experience in the construction of kilo metre level high-speed railway bridges is few, and the train track bridge system has been considered a complete system. It is difficult to control the dynamic alignment of long-span bridges, and there is currently a lack of control standards. The deviation between the bridge alignment and the design alignment is significant, and it has been in a dynamic state of vertical, horizontal, vertical, and torsional transformation for a long time, with complex deformation characteristics. This directly affects the smoothness control of the line. How to track alignment changes during service is an urgent problem that needs to be solved. Drawing on the research on detecting geometric irregularities in tracks, acceleration, with a simple and lightweight sensor that can be carried on commercial trains, is the preferred choice. This article proposes a calculation method for dynamic alignment of high-speed railway long-span bridges and tracks with a wavelength of 150 m. Firstly, the bridge alignment was calculated by using frequency domain integration, and then the method was validated by measuring the dynamic and static data of a 32 m simply supported beam bridge and roadbed section. Based on the structure, measurement, and calculation results of a long-span bridge, a comparative analysis of peak waveforms was conducted to verify that the calculation results of the 150 m wavelength of the large-span bridge can be used for evaluating the bridge’s alignment. Finally, the dynamic alignment changes of the 150 m wavelength of the bridge constructed within 2 years were tracked and analysed.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:53:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683164</guid>
    </item>
    <item>
      <title>Key innovations in the construction of Tian’e Longtan Bridge</title>
      <link>https://trid.trb.org/View/2712071</link>
      <description><![CDATA[With a main span of 600 m, the Tian’e Longtan Bridge is a deck-type steel-reinforced concrete (SRC) arch bridge and currently holds the record as the world’s longest-span arch bridge. To tackle the core challenges of such a super-long-span concrete arch bridge, such as large deadweight, high construction risks, and the need to control time-dependent transient stresses throughout the construction process, key innovations were developed. These include reducing the volume of encasing concrete, properly calculating the bearing capacity of arch rib cross-sections, appropriately selecting skeleton stiffness, optimizing the final operational stress of the arch rib and controlling time-dependent transient stresses during construction, and selecting concrete materials with adequate crack resistance. The bridge has since demonstrated excellent performance, characterized by high structural stiffness, outstanding durability, and low full-life-cycle cost. Compared with cable-stayed bridges of the same span, it also offers remarkable economic and environmental advantages. The successful completion of this bridge marks a milestone in the development of concrete arch bridges, advancing their spanning capacity to the 600 m level and providing valuable reference for the design and construction of future super-long-span arch bridges.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:50:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712071</guid>
    </item>
    <item>
      <title>Cross-attention based frequency-domain prediction method for buffeting response of long-span bridges</title>
      <link>https://trid.trb.org/View/2712018</link>
      <description><![CDATA[The prediction of wind-induced buffeting response in long-span bridges is a fundamental scientific challenge in bridge wind engineering. Conventional buffeting analysis methods are constrained by simplifying theoretical assumptions, high experimental costs, and inherent model errors, making accurate full-scale prediction difficult. This study focuses on the Xihoumen Bridge, a representative long-span suspension bridge, and utilizes five-year multi-source heterogeneous monitoring data acquired from its structural health monitoring (SHM) system. By integrating deep learning techniques with classical buffeting theory, a frequency-domain, data-driven buffeting response prediction framework is proposed. Guided by the Davenport–Scanlan buffeting theory, the physical mapping relationship between wind field features and structural acceleration power spectral density (PSD) is first established, which motivates the design of an Attention-embedded Frequency Convolutional Network (Att-FCN) and a Residual Bidirectional Gated Recurrent Unit (Res-BiGRU) module. The prediction process is then physically decomposed into two sequential mapping stages—wind field to buffeting force spectrum and buffeting force spectrum to structural response spectrum—yielding a Cross-Attention Buffeting Network (CA-Buffeting Net). Experimental results demonstrate that CA-Buffeting Net reduces the mean squared error (MSE) by 29.7%, the mean absolute error (MAE) by 20.2%, and improves the cosine similarity (CS) by 1.2% points relative to the baseline model. Visualization of the channel and frequency attention coefficients further validates the physical interpretability of the proposed model, offering an effective technical tool for wind-resistance analysis and structural safety assessment of long-span bridges.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:50:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712018</guid>
    </item>
    <item>
      <title>Aerodynamic Mechanism of Double Vertical VIV Lock-In Regions of the Triple-Box Girder</title>
      <link>https://trid.trb.org/View/2616948</link>
      <description><![CDATA[AbstractLong-span bridges exhibit low stiffness and natural frequencies, making them particularly susceptible to vortex-induced vibrations (VIV). This study, based on a long-span suspension bridge, investigates the performance of double vertical VIV lock-in regions in a triple-box girder through sectional model wind tunnel tests. Using a simplified girder cross section, a fluid–structure interaction (FSI) model was developed through computational fluid dynamics (CFD) to simulate VIVs. Aerodynamic force time histories and surface pressures were simultaneously acquired throughout the VIV process. The study identifies distinct aerodynamic evolution characteristics in double lock-in intervals, with considerable variations in girder surface pulsating pressure distributions affecting the spatial distribution of aerodynamic forces and energy. The vortex evolution around the cross section was visualized through flow field analysis. The vortices in the gaps of the triple-box girder were identified as the primary cause of the double lock-in intervals. During the first interval, excitation was driven by vortices in both the upstream and downstream gaps, whereas in the second interval, excitation predominantly originated from the vortex in the downstream gap. This study provides valuable insights into the aerodynamic mechanisms of triple-box-girder bridges and their VIV behavior.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2616948</guid>
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