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    <title>Transport Research International Documentation (TRID)</title>
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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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      <title>Geotechnical characterisation of the Normanby fault zone for Roma Street station cavern design, Cross River Rail, Brisbane</title>
      <link>https://trid.trb.org/View/2563061</link>
      <description><![CDATA[The Cross River Rail (CRR) - Tunnel, Stations and Development project in Brisbane includes twin tunnel boring machine (TBM) and mined running tunnels and four new underground stations at Boggo Road, Woolloongabba, Albert Street and Roma Street. Roma Street station is located within the Normanby Fault Zone (NFZ) which is a major regional scale fault zone that traverses the Brisbane CBD. Geotechnical characterisation of the NFZ was undertaken for the project to inform the design of the Roma Street station cavern, adits and shafts.]]></description>
      <pubDate>Tue, 10 Jun 2025 14:50:27 GMT</pubDate>
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      <title>Numerical simulation of impact effect for damage assessment of highway bridge abutments</title>
      <link>https://trid.trb.org/View/2550876</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 07 May 2025 13:46:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2550876</guid>
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      <title>Geotechnical analysis and stabilization of the Jebha landslide: a case study from Morocco's Mediterranean Ring Road</title>
      <link>https://trid.trb.org/View/2536130</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 09 Apr 2025 13:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2536130</guid>
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      <title>Reliability genetic algorithms optimization RGAO approach based FORM and Monte Carlo simulation: application for bridge structures</title>
      <link>https://trid.trb.org/View/2452399</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 11 Nov 2024 14:11:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452399</guid>
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      <title>Seismic isolation effect of tunable friction pendulum system in bridge</title>
      <link>https://trid.trb.org/View/2378031</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 09 May 2024 08:43:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2378031</guid>
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      <title>Enhancing resilience of critical road structures: bridges, culverts and floodways under natural hazards: final project report</title>
      <link>https://trid.trb.org/View/2365003</link>
      <description><![CDATA[Bridges, culverts and floodways are lifeline road structures and part of road networks, which have a significant role in ensuring resilience of a community before, during and after a natural disaster. Historical data demonstrates that the failure of road structures can have catastrophic consequences on a community affected by disaster due to the impact on evacuation and post disaster recovery. The main objective of the project is to understand the vulnerability of critical road structures: bridges, culverts and floodways under natural hazards of flood, bush fire and earthquakes. Once the level of vulnerability is established, the evaluation of importance of the structures for prioritization for hardening is important for decision making by road authorities. The project funded by the BNH CRC addressed the above gap in knowledge through a comprehensive research program undertaken in collaboration with three research partners and six end user partners. In the first stage of the project, major failure scenarios and the consequences of failure were identified as a precursor for a focused research program on vulnerability modelling and prioritization of road structures under natural hazards. The research conducted included assessment of vulnerability of road bridges under flood, bush fire and earthquakes and floodways and culverts under flood. Further, three approaches were used to identify the consequences of failure of road structures under natural hazards: economic impact on the closure of structures on the community, prioritization of structures using analytical techniques and post disaster social, economic and environmental impacts of failure of road structures.]]></description>
      <pubDate>Thu, 11 Apr 2024 09:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2365003</guid>
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      <title>Characteristics of earthquake ground motions requiring extended dynamic analysis</title>
      <link>https://trid.trb.org/View/2348511</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 05 Mar 2024 13:48:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348511</guid>
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      <title>Numerical evaluation of seismically retrofitted bridge concrete column under extreme loading</title>
      <link>https://trid.trb.org/View/2348506</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 05 Mar 2024 13:47:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348506</guid>
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    <item>
      <title>Existing ballasted rail bridge assessment: benefits of a Rail Structure Interaction analysis</title>
      <link>https://trid.trb.org/View/2306848</link>
      <description><![CDATA[A load rating was undertaken as part of the asset owners regular periodic load rating on a 139 m total length, 12-span bridge carrying a single ballasted rail track on curved horizontal and vertical alignment originally constructed in 1996. The bridge superstructure comprised simply supported prestressed concrete through-girders of up to 17 m length with precast concrete planks spanning between main girders. The bridge is a rail-over-rail flyover which also crosses a road necessitating a variety of substructure arrangements including, cantilever, portal, tee and blade-wall piers supported on piles. AS5100.2 allows determination of braking and traction forces through either the empirical or rational method. The empirical method utilises formulas to allow a simplified loading of the bridge, whereas the rational method relies on rail vehicle specifications such as vehicle lengths, loading and traction and braking characteristics to be incorporated into a Rail-Structure Interaction (RSI) analysis considering the bridge and approach embankments. For this bridge’s assessment, braking and traction forces applied significant longitudinal loading to the substructure, with the determination of these loads being critical for an accurate rating of the structure. The Rational Method of determination of these forces, determined through an RSI analysis, was utilised in lieu of the Empirical Method to refine the loading of the bridge. This paper discusses the methodology, rolling stock considered by various rail authorities, benefits achieved for the project and compares the Rational and Empirical Methods in AS5100 to outline the potential benefits of an RSI analysis for rail bridge design and analysis.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306848</guid>
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    <item>
      <title>Engineered timber bridges for highways in New Zealand</title>
      <link>https://trid.trb.org/View/2306845</link>
      <description><![CDATA[New Zealand has ideal growing conditions for Pinus radiata (Radiata Pine) Timber is a store of carbon and utilising it in construction can make a huge contribution to reducing carbon on our projects.Our transport system accounts for nearly 20% of the country’s greenhouse gas emissions. Towards achieving the target of zero carbon by 2050, the New Zealand government has set an interim target of 50% reductions by 2030. To this end, in late 2021 Waka Kotahi NZ Transport Agency launched a transformative initiative to make glulam timber the preferred material choice for highways bridges of up to 30m span. This initiative began with a series of focus groups. The feedback gathered from these sessions provided input into the design of a plan and a programme to implement the challenging mission statement: “That every highway bridge that is constructed today in New Zealand using standard concrete hollowcore or super tee beams will instead be constructed using modern, engineered timber”. The plan, implemented in January 2022 consists of three complementary objectives running in parallel: 1. Development of design guidelines for timber bridges; 2. Identification and curation of pilot projects to build using glulam timber; 3. Liaison and involvement with timber product suppliers in New Zealand. Key issues addressed  include durability, seismic performance, design-life, performance monitoring and asset management.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306845</guid>
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    <item>
      <title>Echuca Moama Bridge Project: Campaspe River Road and SUP Bridge Challenges</title>
      <link>https://trid.trb.org/View/2306842</link>
      <description><![CDATA[The $323.7 million Echuca Moama Bridge Project involves construction of a new link road between Warren Street in Echuca and Boundary Road in Moama. As part of the project, a new 2-lane road bridge and shared use path (SUP) bridge is constructed over the Campaspe River and floodplain. The design and construction of SUP bridge comprises of a main 45 m steel truss span and two precast concrete plank back spans. The SUP bridge encountered several major constraints including river flow/flood levels as well as riverbank geometry limiting the bridge pier positions and truss lifting limitations. The project team considered multiple design solutions to address the high flood levels and forces in the superstructure itself and tie down the bridge. Adjacent to the SUP bridge, the design and construction of the Campaspe Road bridge is a 295 m long bridge comprising of 8 spans with both steel box girders and super-T beam spans. Furthermore, the bridge also was required to resist earthquake category BEDC-4 at service performance level. Specific placement and orientation of piers were required to meet the constraints as well as a special restraint system to withstand the earthquake forces without restraining the bridge thermal movements.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306842</guid>
    </item>
    <item>
      <title>South Approach structures on the Pattullo Bridge Replacement Project</title>
      <link>https://trid.trb.org/View/2306815</link>
      <description><![CDATA[The Pattullo Bridge Replacement Project (PBRP) involves building a new bridge to replace the existing Pattullo bridge over Fraser River in Vancouver, British Columbia (Canada). The new bridge will consist of a cable stayed Main Bridge over the river, North and South Approach structures, associated ramps and other infrastructure upgrades on both sides of the river. Once constructed, the bridge will be configured with 4-traffic lanes plus separated multi-use paths (MUP’s) on both sides. The bridge design also makes provision for future widening to 6-traffic lanes also with separated MUP’s on both sides. This paper focuses on the South Approach structure and its interfaces with, primarily, two other new bridge structures on the south side of the river. The three structures cross various roads, rail lines and creeks in an area subject to significant archaeological, property, geotechnical and construction staging constraints. The complex structural arrangement needed to work around these constraints is discussed, as is the design provisions made to allow future widening.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306815</guid>
    </item>
    <item>
      <title>“Smart” bridge components (expansion joints, bearings, seismic devices) for intelligent infrastructure</title>
      <link>https://trid.trb.org/View/2306814</link>
      <description><![CDATA[The potential benefits of using structural health monitoring systems in measuring and recording bridge data have been established in many applications around the world, but the efficiency and effectiveness of such systems depends on how they are applied – for instance, in terms of sensor types and locations on the structure. Considering that the most important data required generally includes superstructure movements, which can easily be measured at the expansion joints, and the critical importance of the same expansion joints, which are less robust and therefore more susceptible to damage and deterioration than the main structure, it is often sensible to base the design of a monitoring system on data from the expansion joints. Developing technology now allows for the integration of appropriate sensors in a joint during fabrication, reducing effort and risk on site, and can enable a suitably configured system to automatically detect possible damage or deterioration based on vibrations only, marking the advent of “smart” expansion joints.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306814</guid>
    </item>
    <item>
      <title>Seismic resilience, sustainability, accelerated bridge construction and trban design for the Peka Peka to Otaki Expressway bridges</title>
      <link>https://trid.trb.org/View/2306798</link>
      <description><![CDATA[The Peka Peka to Otaki (PP2O) Expressway is a 12km section of the new Kapiti Expressway, north of Wellington, New Zealand. The project includes nine road bridges, two underpasses, five pedestrian bridges and several large culverts. Innovative seismic design approaches were adopted for the bridges in which sliding of the superstructure at the piers and abutments was allowed under ground shaking to give more economical designs and minimise damage at Ultimate Limit State (ULS). The bridge design on the project included numerous features that contribute to sustainability. Several efficiencies were achieved using Accelerated Bridge Construction (ABC) techniques. The team worked in collaboration to develop and implement the ABC initiatives. This paper describes the design for seismic resilience, sustainability, accelerated bridge construction and urban design for the bridges.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306798</guid>
    </item>
    <item>
      <title>Modular bridge expansion joints with integrated seismic fuse-elements</title>
      <link>https://trid.trb.org/View/2306784</link>
      <description><![CDATA[Bridges in seismically active regions must be designed and constructed with special consideration of how the structure will respond/perform during an earthquake and immediately afterwards. A key element in such considerations is the expansion joints that accommodate superstructure movements and rotations. If these are unable to allow the seismic ground movements, they may be completely destroyed, perhaps also severely damaging the connecting bridge structure, and emergency or evacuation traffic will be unable to use the bridge when it is needed most. A design feature for expansion joints of the modular type is presented, consisting of a “fuse element” which will fail in a controlled manner when non-seismic movements are exceeded – thereby protecting the expansion joint and the main structure, and helping the bridge to continue accommodating traffic after the event.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306784</guid>
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