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    <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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      <title>Seismic Performance of Columns with Grouted Couplers in Idaho Accelerated Bridge Construction Applications</title>
      <link>https://trid.trb.org/View/1504029</link>
      <description><![CDATA[In Accelerated Bridge Construction (ABC) methods, one way to connect prefabricated columns is by using grouted steel bar couplers. As of October 2016, in the U.S., only Utah Department of Transportation allows the use of grouted couplers in plastic hinge locations in seismic zones. The main focus of this research project is on seismic performance of grouted coupler column-to-footing and column-to-bent cap connections under Idaho seismic conditions. The performance of grouted coupler connections is compared to the conventional cast-in-place connections. Three Idaho bridges were selected for computer analysis. They were placed in the most seismically active location in Idaho. All three bridge columns performed well. The stresses in both the longitudinal reinforcing bars and the grouted coupler regions are well within acceptable range. The largest column drift, using combination of orthogonal displacements, is 1.6 percent. The single column analysis under large drift shows that grouted couplers may be used to connect precast columns to footings or cap beams for columns with less than 4 percent drift. The low-cycle fatigue analysis indicates that at higher strains the use of ASTM A706 steel will significantly improve the fatigue life of the reinforcing bars.]]></description>
      <pubDate>Mon, 09 Apr 2018 12:15:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1504029</guid>
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      <title>Bent on safety</title>
      <link>https://trid.trb.org/View/1131469</link>
      <description><![CDATA[This article presents an approach to accelerated bridge design (ABC) that makes use of precast concrete components and is intended to be applied to common bridge types, such as freeway overpasses. Due to potential structural problems when the bridge is located in a seismic zone, the connection must be strong enough to resist the forces imposed by earthquake loading, as well as easy to assemble with ample allowance for site adjustment. Known as the bridge bent concept, this approach was developed by a team from the University of Washington (UW), the Washington State Department of Transportation, and engineering consultants. In order to investigate the structural properties, laboratory tests were conducted on column-footing subassemblies at UW, and the system was implemented on-site in the replacement of the I-5 Grand Mound to Maytown Interchange, U.S. Rte. 12 over I-5, Br. No. 12/118 Replacement, near Olympia, Washington.]]></description>
      <pubDate>Fri, 17 Feb 2012 08:30:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1131469</guid>
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      <title>Maybank Highway (SC 700) New Bridge over the Stono River Charleston, SC Seismic Detailing</title>
      <link>https://trid.trb.org/View/1120815</link>
      <description><![CDATA[Maybank Highway (SC 700) passes over the Stono River providing access between the communities of James Island and Johns Island, South Carolina. The new mainline bridge is a two-way, 4- lane facility consisting of approximately 2500 feet of cast-in-place reinforced concrete flat slabs, supported by pre-stressed concrete composite pile bents, 4216 feet of 72-inch deep pre-stressed concrete bulb tees, and a 72-inch deep, 600 foot long, 3-span continuous steel plate girder unit over the main channel of the Stono River. Double-legged, reinforced concrete rigid frames with drilled shaft footings support the girder spans. An important and significant factor affecting the design of the new bridge is satisfying the new Seismic Design Specifications recently implemented by the South Carolina Department of Transportation (SCDOT). The SCDOT was concerned that the seismic design guidelines in place by the American Association of State Highway and Transportation Officials (AASHTO) might not adequately address the seismic activity in South Carolina. The Charleston area is located in a high seismic zone. The area experienced a damaging earthquake in 1886 that was reported to have been felt all along the East Coast. This paper provides an overview of the special details developed to satisfy seismic concerns and to show and review constructability issues.]]></description>
      <pubDate>Fri, 28 Oct 2011 08:40:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1120815</guid>
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      <title>Precast Concrete Pier Systems for Rapid Construction of Bridges in Seismic Regions</title>
      <link>https://trid.trb.org/View/775620</link>
      <description><![CDATA[Increasing traffic volumes and a deteriorating transportation infrastructure have stimulated the development of new systems and methods to accelerate the construction of highway bridges.  Precast concrete bridge components offer a potential alternative to conventional reinforced, cast-in-place concrete components.  The use of precast components has the potential to minimize traffic disruptions, improve work zone safety, reduce environmental impacts, improve constructability, increase quality, and lower life-cycle costs.  This study compared two precast concrete bridge pier systems for rapid construction of bridges in seismic regions.  One was a reinforced concrete system, in which mild steel deformed bars connect the precast concrete components.  The other was a hybrid system, which uses a combination of unbonded post-tensioning and mild steel deformed bars to make the connections.  A parametric study was conducted using nonlinear finite element models to investigate the global response and likelihood of damage for various configurations of the two systems subjected to a design level earthquake.  A practical method was developed to estimate the maximum seismic displacement of a frame from the cracked section properties of the columns and the base-shear strength ratio.  The results of the parametric study suggest that the systems have the potential for good seismic performance.  Further analytical and experimental research is needed to investigate the constructability and seismic performance of the connection details.]]></description>
      <pubDate>Wed, 15 Mar 2006 14:48:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/775620</guid>
    </item>
    <item>
      <title>Design of Precast Concrete Piers for Rapid Bridge Construction in Seismic Regions</title>
      <link>https://trid.trb.org/View/775621</link>
      <description><![CDATA[Incorporating precast concrete components in bridge piers has the potential to accelerate bridge construction and reduce the negative impacts that construction operations have on traffic flow.  As part of this project, methodologies were developed to design economical and safe bridge piers out of precast concrete components.  This research developed force-based and displacement-based procedures for the design of both cast-in-place emulation and hybrid precast concrete piers.  The design procedures were developed so that they require no nonlinear analysis making them practical for use in a design office.  The expected level of damage to piers designed using the proposed procedures was estimated.  The evaluation considered three types of damage to the columns of a pier:  cover concrete spalling, longitudinal reinforcing bar buckling, and fracture of the longitudinal reinforcing bars.  Both the force-based and displacement-based design procedures were found to produce bridge designs expected to experience an acceptable amount of damage in a design-level earthquake.]]></description>
      <pubDate>Wed, 15 Mar 2006 14:48:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/775621</guid>
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      <title>Prediction of Seismically-Induced Settlement along the LNWI (Southport) Pipeline</title>
      <link>https://trid.trb.org/View/759534</link>
      <description><![CDATA[Interceptor sewers, with diameters generally greater than 1.5 m (5 ft), traverse long distances from their terminating sewage treatment plants as well as cross varied geologic materials and numerous physical features.  Routing of portions of pipelines often positions their alignments in lowland, flood plains which typically contain unconsolidated alluvial deposits, and adjacent to watercourses to minimize impacts on existing improvements.  Invert grades can be deep when compared to other utility grades and at times pipelines must be located within local groundwater aquifers.  Pipeline design in seismically active areas requires that combinations of potential earthquake shaking, high groundwater levels and granular foundation soils be evaluated for the potential of pipeline settlement or buoyancy.  This paper presents the conditions and methodologies used for such predictions for portions of the Lower Northwest Interceptor (LNWI) project to be constructed in Yolo County, California.  The total length of the LNWI project is approximately 31 km (19 mi).  A Standard Penetration and Cone Penetration Test subsurface program involving exploration spacings of 152.5 to 305 m (500 to 1000 ft) along the planned pipeline permitted the gathering of much subsurface soil and groundwater information as well as soil samples for characterization of material types, grain size characteristics, and fines contents.  A summary of alignment subsurface conditions is presented for the portions of the LNWI alignment and methods used for determination of potential levels of earthquake shaking, liquefaction potential, and estimates of settlement are evaluated.]]></description>
      <pubDate>Tue, 23 Aug 2005 15:39:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/759534</guid>
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    <item>
      <title>COST IMPACT STUDY FOR A TYPICAL HIGHWAY BRIDGE USING DIFFERENT RETURN PERIOD SEISMIC DESIGN MAPS</title>
      <link>https://trid.trb.org/View/727909</link>
      <description><![CDATA[This paper compares the costs of a typical three-span P/S I-girder bridge designed for seismic categories A, B, C, and D based on the current 1996 American Association of State Highway and Transportation Officials (AASHTO) Standard Specifications for Highway Bridges for a 500-year return period earthquake (i.e., 10% probability of exceedance in 50 years) as well as for different spectral response accelerations specified in the current U.S. Geological Survey map (1997 NEHRP Provisions) for a 2500-year return period earthquake (i.e., 2% PE in 50 years) which is being considered for future AASHTO Seismic Design Guidelines for Highway Bridges.  For both 500-year and 2500-year design earthquakes, the mitigation of potential ground spreading due to abutment slope instability associated with liquefaction potential of soil using stone columns and deep mixed (cement-soil mix) columns are included in the cost estimation. The foundation flexibility is also taken into account in the bridge analysis and design.  The cost comparison of this study can provide a general guideline on the bridge preliminary cost estimation, which can be very helpful for the preparation of the budget for highway projects.  It also provides the cost impact on the significance of designing a bridge in the New Madrid seismic zone from a 500-year return period design earthquake to a 2500-year design earthquake.  It indicates that the cost impact of changing from 10% PE design earthquake map to 2% PE design earthquake map is not significant for bridges at locations being classified as the current seismic categories B and C, if some conservative design provisions in the current AASHTO seismic design specifications are not adopted.  However the cost may increase 19%, if a bridge located in the current seismic category D is designed using 2% PE design earthquake map instead of 10% PE design earthquake map.  It also indicates that the improvement of abutment slope stability may increase bridge cost significantly if 2% PE earthquake is used.]]></description>
      <pubDate>Tue, 05 Nov 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/727909</guid>
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    <item>
      <title>NEW MODEL CODES AND SEISMIC DESIGN</title>
      <link>https://trid.trb.org/View/693120</link>
      <description><![CDATA[The article presents an overview of major revisions in the seismic provisions in the International Building Code, IBC 2000. In some parts of the country, seismic design considerations will change from a structural issue that wasn't typically of much concern to one with major importance.  The article discusses the evolution of seismic design criteria, including seismic zones and seismic performance categories, the impact of the changes, and compares the IBC 2000 with other current building codes.]]></description>
      <pubDate>Wed, 26 Sep 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/693120</guid>
    </item>
    <item>
      <title>SEISMIC ZONATION FOR HIGHWAY BRIDGE DESIGN. FINAL REPORT</title>
      <link>https://trid.trb.org/View/292835</link>
      <description><![CDATA[This report includes a state-of-the-art review of seismicity, attenuation characteristics, and seismic zonation in Washington and the Pacific Northwest.  Based on this information, a map of velocity-related acceleration coefficients for Washington was developed.  The map is in a format suitable for use in the AASHTO highway bridge design procedure.  Also, it is based on more detailed seismic and geologic data than the present AASHTO map and was developed specifically for Washington rather than the entire United States.  Therefore, the map is suggested as a potential replacement for the present AASHTO map for seismic bridge design in Washington.]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/292835</guid>
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