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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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    <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>
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    <item>
      <title>Anti-collision design and oblique collision analysis of ECC strengthened RC piers with a steel-GFRP-foam fender protection</title>
      <link>https://trid.trb.org/View/2725451</link>
      <description><![CDATA[To further clarify the crashworthy design theory and oblique-collision resistance effectiveness for an engineered cementitious composite (ECC) strengthened bridge with the steel-glass fiber reinforced polymer (GFRP)-foam composite fender, a high-fidelity vessel-fender-bridge numerical model was built and verified. The influence of three crucial design parameters (vessel impact mass, impact velocity and impact position) on the dynamic behaviors for an ECC strengthened reinforced concrete (RC) pier with the steel-GFRP-foam fender was thoroughly clarified. Furthermore, a vessel-collision flexural- and shear-resistant design framework of the aforementioned protected strengthened pier were respectively proposed. Also, the anti-collision effectiveness for a steel-GFRP-foam fender under vessel oblique collisions was comprehensively illustrated. Crashworthy parameter analysis results showed that both the ship-collision responses and damage modes of the ECC strengthened pier were greatly attenuated through a steel-GFRP-foam fender, and the excellent cracking-control capability from an ECC layer was independent of the vessel impact position. Anti-collision design results revealed that the proposed design frameworks were applicable when the fender flexural and shear energy-dissipating coefficient were determined as 0.82 and 0.72, respectively. Vessel oblique-collision simulation results displayed that except for a superior protective performance, the steel-GFRP-foam composite fender presented a certain collision guidance characteristic under oblique impact loads.]]></description>
      <pubDate>Mon, 27 Jul 2026 09:46:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2725451</guid>
    </item>
    <item>
      <title>Structural protection of ship-shaped offshore installations using hollow-section rubber fenders under high-energy side-by-side collisions</title>
      <link>https://trid.trb.org/View/2676522</link>
      <description><![CDATA[This study investigates the effectiveness of hollow-section rubber fenders in mitigating structural damage during high-energy collisions between a ship-shaped offshore installation and a shuttle tanker engaged in side-by-side offloading operations. Axial crushing tests were carried out on physical models at loading speeds ranging from quasi-static to dynamic conditions to evaluate the energy-absorption capacity of the rubber fenders, with particular attention to strain-rate effects. A finite element model of the fenders was developed and validated through comparison with the experimental data. The numerical analyses were performed using LS-DYNA, a commercial finite element analysis package. The validated model was then applied to simulate high-energy collision scenarios involving a Suezmax-class shuttle tanker and a very-large-crude-carrier (VLCC)-class offshore installation, both with and without rubber fenders. The principal novelty of this study lies in the development of a computational modelling approach capable of accurately predicting the strain-rate-dependent energy absorption behaviour of hollow-section rubber fenders under realistic collision conditions.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676522</guid>
    </item>
    <item>
      <title>Overlaid energy-on-force contour maps method for safe, efficient, and economic design of dual-elastic ship berthing dolphins</title>
      <link>https://trid.trb.org/View/2618092</link>
      <description><![CDATA[The paper explores safe, efficient, and economic design of ship berthing dolphins. Focus is on the real, dual-elastic performance of a modern marine modular rubber fender and a tubular steel-pile substructure of a berthing dolphin. Assuming the simultaneous absorption of a vessel’s berthing kinetic energy by two elastic components of the pile-fender berthing system, an explicit procedure is given for the selection of a steel-pile cross-section geometry in relation to a given size of the rubber fender unit. The procedure uses an easily applicable method of geometrically overlaid energy-on-force contour maps. The contour maps contain isolines of the minimum required potential energy of the berthing dolphin steel-pile substructure and the maximum reaction force of the marine rubber fender. Four example cases of the overlaid contour maps are presented and discussed practically. The application of the overlaid contour maps method assumes a full (100%) efficiency of the fender unit in energy absorption and fulfils a condition of geotechnical stability of the embedded steel-pile dolphin substructure. A practical application of the overlaid contour maps is illustrated by means of a worked example, assuming an oil tanker of 70,000 deadweight tonnes, realistic geometries of large-diameter berthing dolphin steel-piles, and a family of widely used Sumitomo modular rubber fenders. It is shown that the proposed method can serve as a convenient and simple design technique for the optimum selection of the required geometry of steel pile cross-section in relation to the size of the fender unit.]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618092</guid>
    </item>
    <item>
      <title>UHPC-honeycomb-lattice composite structure for vessel collision fendering: Impact characterization and design framework</title>
      <link>https://trid.trb.org/View/2624270</link>
      <description><![CDATA[Vessel–bridge collisions impose multidimensional demands on protective structures, including efficient energy absorption, adaptive mechanical response, impact mitigation, and rapid configurability, which are rarely fulfilled concurrently by conventional structural frameworks. To overcome these limitations, this study proposes a UHPC-honeycomb-lattice composite structure (UHLS), integrated with a mechanics guided machine learning (MGML) strategy. Drop-weight tests on representative components under non-uniform loading verified that the UHLS achieves ordered deformation and stable energy dissipation via multi-component synergy. Finite element simulations show that the structure offers high energy dissipation under 2000 DWT vessel–bridge collision loading, with localized damage control, dual-phase force evolution, and effective impact mitigation, outperforming conventional designs in comparative scenarios. The matching-effects analysis demonstrates the decisive role of honeycomb-dominated energy absorption, with superior mitigation achieved when the honeycomb absorption ratio exceeds 83 %. An MGML framework was developed by integrating displacement field theory, honeycomb direction-sensitive strength degradation theory, and Gaussian process regression. This framework enables high-accuracy prediction of system-level nonlinear responses and rapid inverse design under limited data conditions, while mechanistically revealing the honeycomb-dominated adaptive energy absorption behavior. Validation cases demonstrate that the proposed framework enables intelligent structural parameter decision-making tailored to multi-objective performance requirements. Compared to unprotected scenarios, the inversely optimized UHLS configuration reduces peak impact force by 36.19 % and improves crushing force efficiency by 44.68 %. These findings provide a theoretical foundation and methodological support for the intelligent and reliable design of protective structures under complex impact scenarios.]]></description>
      <pubDate>Tue, 06 Jan 2026 16:25:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624270</guid>
    </item>
    <item>
      <title>Numerical investigation of a coupled “Ship-Fender-Mooring” system at berth under complex sea conditions</title>
      <link>https://trid.trb.org/View/2597427</link>
      <description><![CDATA[Open berths without natural or artificial sheltering structures are subjected to severe and complex marine environmental conditions, critically challenging the safe operational capabilities of berthed ships. Previous research on dynamic response analysis of berthed ships predominantly focused on sheltered port areas while inadequately analyzing the complexity and severity of open-water marine environments. To address this issue, this paper establishes a coupled “Ship-Mooring-Fender” numerical model, combining the Cummins equation (dynamic analysis), catenary theory, and nonlinear fender reaction models, which is validated through DNV Sima software. This study employed time-frequency domain analysis to investigate the influence of multi-directional wind-wave-current combination loads on the dynamic response of a berthed ship and the limitation effect of mooring pretension. And using this coupled model, the impact of extreme tidal fluctuation on the ship offset phenomena and mooring pretension variation is studied. Results show that the influence of combined wind-wave-current conditions exhibits significant directional dependence. Optimal selection of mooring pretension based on predominant sea conditions can reduce the berthed ship's motion. For open berths with fixed mooring line lengths, tidal fluctuations critically affect pretension levels, potentially inducing line entanglement or mooring failure. These analytical results can provide valuable references for the safety assessment of berthed ships.]]></description>
      <pubDate>Wed, 24 Sep 2025 15:31:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597427</guid>
    </item>
    <item>
      <title>Marine Investigation Report: Contact of Joe B. Wyatt Tow with Fort Madison Bridge Protection Cell and Fendering System, May 9, 2024</title>
      <link>https://trid.trb.org/View/2582442</link>
      <description><![CDATA[​On May 9, 2024, about 1312 local time, the towing vessel Joe B. Wyatt was transiting downbound on the Mississippi River near Fort Madison, Iowa, pushing 13 loaded hopper barges and 2 empty tank barges. While transiting through the Fort Madison Bridge, the tow struck a protection cell and fendering system for the bridge and broke apart. There were no injuries, and no pollution was reported. Damage to the protection cell, fendering system, barges, and the Joe B. Wyatt was estimated at $3.28 million. The National Transportation Safety Board (NTSB) determined that the probable cause of the contact of the Joe B. Wyatt tow with a protection cell and the fendering system of the Fort Madison Bridge was the pilot overcompensating for anticipated river crosscurrents during the tow’s approach to a bridge.​]]></description>
      <pubDate>Tue, 19 Aug 2025 16:34:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582442</guid>
    </item>
    <item>
      <title>Harboring Sustainability: Assessing the Carbon Footprint of Maritime Fender Systems for Sustainable Ports</title>
      <link>https://trid.trb.org/View/2559458</link>
      <description><![CDATA[Concerns about the planet’s health are undeniably increasing, particularly in relation to the impacts of human-induced global warming, which significantly contributes to the excessive accumulation of greenhouse gases—such as CO₂—in the atmosphere. This paper outlines a series of critical advancements in the maritime industry’s efforts toward greater transparency in greenhouse gas emissions linked to fender manufacturing activities. Initially, it examines the current scenario, highlighting various measures that all fender manufacturers can adopt to reduce CO₂ emissions through design modifications, material selection, transportation, and maintenance practices. Subsequently, it presents a Carbon Footprint Assessment, offering product-specific CO₂ emissions data for each engineered fender system order upon request. The focus here is on enhancing supply chain oversight to deliver a level of transparency and accountability that is unprecedented.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:43:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559458</guid>
    </item>
    <item>
      <title>Comparison of Fender Dimensions, PIANC WG211, and PIANC WG33</title>
      <link>https://trid.trb.org/View/2559514</link>
      <description><![CDATA[PIANC WG211 updated marine fender system design guidelines, shifting from a global safety factor to partial safety factors based on statistical data, fender manufacturers’ data, and adjustments for uncertainties in berthing energy calculations. This paper compares the outcomes of the old PIANC WG33 and the new PIANC WG211 guidelines using data from actual project fender design specifications. Given similar input variables, the new WG211 guideline generally results in marginally smaller fenders. The updated design approach provides reasonable fender dimensions when local conditions and navigation factors are considered, and fender dimensions can be optimized through parametric analysis of the fender pitch. However, WG211 recommends higher berthing velocities for large seagoing vessels compared to Brolsma’s berthing velocity curves in PIANC WG33, potentially leading to larger fenders in the absence of site-specific information. Local experience and input from asset owners are crucial for ensuring appropriate safety levels.]]></description>
      <pubDate>Tue, 24 Jun 2025 15:24:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559514</guid>
    </item>
    <item>
      <title>Contributing Variables on LRFD Berthing Load Factors</title>
      <link>https://trid.trb.org/View/2559496</link>
      <description><![CDATA[Structural design in the US is based primarily on Load and Resistance Factor Design (LRFD), in which demand forces are factored and combined to achieve an acceptable level of reliability for the structure. Currently, existing codes and guidelines lack empirical support for the suggested load factors that govern the design of the structures absorbing fender reaction forces. Consequently, the recommended load factors remain ambiguous, resulting in inconsistent levels of reliability in structural design. The authors of this paper have previously demonstrated how Monte Carlo statistical modeling can be used to determine appropriate load factors that capture the variability of berthing velocities for the design of fender-supporting structures. The latest analyses have broadened the application of Monte Carlo modeling to explore additional contributions, such as the impacts of temperature, fender type, and vessel class on the selection of load factors.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559496</guid>
    </item>
    <item>
      <title>NYC Pier 11 Ferry Landing: Designing Monopiles That Last</title>
      <link>https://trid.trb.org/View/2559488</link>
      <description><![CDATA[Ferry landings are waterfront structures that are under continual service and thus require regular maintenance to keep the facilities running smoothly. Occasionally, facilities experience conditions that place stress on their systems exceeding their intended design resulting in the need for premature replacement. Engineering analysis determined that the failures of two monopiles at a ferry terminal in the East River were caused by overstress due to ferry impact forces imparted by current ferry vessels being larger than the design vessels. This paper investigates the inspection, analysis, design, and construction of replacement monopile fenders while minimizing impacts on active ferry operations and working within the constraints of regulatory permit requirements in New York City.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559488</guid>
    </item>
    <item>
      <title>Retrofitting an Existing Berth for Heavy Weather Mooring Conditions</title>
      <link>https://trid.trb.org/View/2559472</link>
      <description><![CDATA[The Massachusetts Maritime Academy (the Academy) was selected to participate in the National Security Multi-Mission Vessels (NSMV) program by the US Maritime Administration (MARAD). MARAD provides training ships to the State Maritime Academies and the NSMV program plans to upgrade the vessels. The NSMV program will address the aging training fleet and provide versatile training and disaster response vessels. The new ships have multi-mission capability and MARAD required dock facilities with heavy weather mooring capacity for mid-range Category 2 hurricane conditions. Initial analysis of the existing dock by MARAD found that the existing structures and mooring and berthing equipment were unlikely to have adequate strength to support the design storm conditions. The existing dock structures were otherwise in good condition and the Academy was seeking to strengthen and upgrade the facilities to meet the required storm conditions. A dynamic mooring analysis was performed to develop mooring line loads and fender performance parameters. A retrofit was designed adding strengthening elements to the existing wharf structure and replacing shoreside mooring fixtures to create a composite structure capable of supporting the higher loading.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559472</guid>
    </item>
    <item>
      <title>A Novel Design of Parallel Motion Fenders and Contiguous Panels Preserves an Alaska Marine Highway Berth in Ketchikan, Alaska</title>
      <link>https://trid.trb.org/View/2559438</link>
      <description><![CDATA[An innovative parallel motion fender system combined with contiguous fender panels reduces berthing impacts and preserves an existing fender float at an Alaska Marine Highway ferry berth. One of the three berths operated by the state’s ferry system in Ketchikan, Alaska, is an end berth oriented at a near right angle to the approach channel, and the ferry is required to back into the berth leading with its quarter. The designers were challenged to construct a guide structure with a fender system that absorbed energy without hindering the vessel’s travel astern. The original solution was a concrete float with a steel superstructure supporting a series of individual panels, rigidly fixed to form an unyielding breasting face. Energy absorption components, designed using conventional standards of practice, were placed on the opposite side of the float between the superstructure and two 4-pile restraint dolphins. Soon after the completion of the structure, repeated damage occurred in the fender panels, wales, and columns, most severely in column webs adjacent to the wales. Even though the fender system and supporting structure were properly designed using the conservation of energy approach, it became apparent the berthing reactions had been underestimated. A dynamic analysis of the float system demonstrates the actual berthing force is more than twice the predicted level and it provides insight into a means to reduce the impact. Through a novel adaptation of the existing framework, the guide structure was retrofitted by replacing the original berthing face with three contiguous panels interconnected by hinges and supported by parallel motion mechanisms. This eliminated snagging risks, simplified hinge design, and prevented double contact with a belted hull. This technique can be applied to new construction as well as retrofitting existing structures.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559438</guid>
    </item>
    <item>
      <title>Rational Approach to Performance-Based Design for Berthing Loads on Marine Structures</title>
      <link>https://trid.trb.org/View/2559421</link>
      <description><![CDATA[The ASCE COPRI committee on the Design of Piers and Wharves is currently developing a new minimum design standard intended to address loads specific to marine structures that are not addressed in ASCE 7 or ASCE 61. Two of the most common load types that the other ASCE standards do not cover are the design for mooring and berthing loads, which are transferred to the structure via specialized hardware attachments. These loads depend on the type of vessels calling at a facility as well as the environmental conditions under which those vessels may arrive or stay at the berth, making them complex loads to determine and parameterize. One goal that the committee has set out to incorporate into the design of mooring and berthing anchorages and structures is the inclusion of a Performance-Based approach for these analysis methods. Performance-Based evaluations have become common in seismic design and involve determining performance objectives that provide one or more combinations of design events and allowable damage levels. This paper addresses the philosophy of how a Performance-Based approach may be applied to the design of marine structures for berthing loads, with the intent that this approach may be incorporated into the new minimum design standard. Berthing and breasting loads are compressive forces applied from the vessel through a fender system that absorbs impact energy while transferring reaction forces to the structure. Fender selection best practices is well discussed in PIANC Working Group 211, and the intent of the new ASCE standard is to adopt that approach; therefore, this paper focuses on the design of structural elements following selection of the fender. This paper also evaluates the design of the fender system anchorage and supporting structure lateral response to ensure that a rational level of damage to various system components and desirable precedent of failure modes is assured, resulting in an overall system performance that meets the owner’s expectations. Consideration is given to real-world damage observed from historic incidents, failure modes, energy and reaction absorption influences, repairability of system components, risk acceptance based on structural use/occupancy, and economic impacts at various damage levels for system components. The goal is to provide a generalized approach to serve as the basis of further statistical evaluations necessary to develop specific mooring design load factors for the new standard.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559421</guid>
    </item>
    <item>
      <title>Testing of Marine Fenders</title>
      <link>https://trid.trb.org/View/2559417</link>
      <description><![CDATA[Fenders are a safety critical element in the port infrastructure and ensure safe berthing of vessels. Despite the importance of fenders in port operations, the lack of clear guidelines and the drive to reduce costs led to an increase in low-quality fenders that are being supplied in the market. The current industry practice is that the responsibility for verifying the performance of a rubber fender lies with manufacturers. The conflict of interest between the manufacturer and Customer is obvious, especially when considering the high cost of these goods. This technical paper presents ways to mitigate the risk of non-performing fenders. The new PIANC WG211 guidelines for fenders provide a much better framework for all stakeholders to test fenders consistently and provide reliable data. With the increased availability of independent third-party fender test facilities, the reliability of the fender performance can be ensured. However, end-users must engage these third parties in the verification process of the fenders.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559417</guid>
    </item>
    <item>
      <title>Design-oriented efficient analysis method for steel-UHPC composite fenders with foam-filled steel tubes under vessel collisions</title>
      <link>https://trid.trb.org/View/2540780</link>
      <description><![CDATA[The traditional analysis of protective fenders against vessel collisions usually relies on detailed finite element (FE) simulations. However, these simulations require excessive computational time and costs, making them impractical for design purposes, especially during preliminary design iterations. For this reason, this paper proposes a design-oriented analytical method for efficiently designing and evaluating a promising fender structure made of steel and ultra-high-performance concrete (UHPC) under vessel collisions. For the inner core component composed of circular steel tubes filled with foam, new analytical formulas are derived to account for the energy dissipation characteristics. These formulas are validated through physical experiments and extensive high-fidelity FE simulations. The results show that the accuracy of the proposed analytical formulas is superior to that of existing ones. Furthermore, new analytical formulas for the top and bottom plates are introduced, considering the influence of boundary conditions. The role of the outer UHPC panel is also discussed in detail. Based on the proposed analytical formulas, a design-oriented analytical procedure is presented to enable efficient prediction of force-deformation and energy-deformation responses of steel-UHPC composite fenders. In comparison with existing formulas, the proposed analytical method demonstrates superior accuracy in predicting peak contact force and absorbed energy of steel-UHPC composite fenders. Additionally, an energy-based design framework is also established to efficiently optimize the design of steel-UHPC composite fenders while considering crashworthiness between the bridge, vessel, and composite fender. Comparisons with FE results indicate that the energy-based design framework effectively predicts the peak contact force and captures the crush depth of both the vessels and the fenders for various collision scenarios.]]></description>
      <pubDate>Thu, 15 May 2025 08:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2540780</guid>
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