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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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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>Rehabilitation of the Anderson Memorial Bridge</title>
      <link>https://trid.trb.org/View/1305480</link>
      <description><![CDATA[This paper describes the rehabilitation of the historic Anderson Memorial Bridge which carries North Harvard Street over the Charles River in Boston and Cambridge, Massachusetts. The structure is a vital transportation link that accommodates significant volumes of vehicular, pedestrian and bicycle traffic. The bridge is classified as an Urban Arterial, and it is listed on the State and National Registers of Historic Places as an integral component of the historic Charles River Basin. The Anderson Bridge, completed in 1915, is a three-span, earth-filled, concrete arch bridge with notable brick and granite aesthetic treatments adding to its appeal. Deterioration of the spandrel walls, parapets, brick arch rings and concrete arches necessitated bridge rehabilitation, and a $20 million project began in the Spring of 2012 to address these issues as part of the Massachusetts Department of Transportation (MassDOT) $3 billion Accelerated Bridge Program. The project incorporated input from the public along with the interests of 18 stakeholders.]]></description>
      <pubDate>Tue, 22 Apr 2014 16:07:22 GMT</pubDate>
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      <title>DESIGN OF STRUCTURES 2004</title>
      <link>https://trid.trb.org/View/746041</link>
      <description><![CDATA[This Transportation Research Record contains 27 papers on the design of structures.  The papers are presented in eight parts. Part 1, General Structures, discusses bridge aesthetics, overhead sign support structures, integral abutments supported by steel H-piles, composite bridge deck replacement, spandrel walls in masonry arch bridges, and strengthening of channel beams in bridge superstructures.  Part 2, Steel Bridges, looks at steel orthotropic decks, a live load distribution factor equation, and behavior under superload permit vehicles.  Part 3, Concrete Bridges, examines steel fiber concrete in end zones of girders, monitoring of box-beam bridge for superloads, and current practice for high strength concrete prestressed girder design.  Part 4, Dynamics and Field Testing of Bridges, addresses simulated flood and earthquake damage of a bridge substructure; field monitoring of an integral abutment bridge; radar, impact-echo, and ultrasonics for testing concrete structures and metallic tendon ducts; and field testing of a curved-steel box-girder bridge.  Part 5, Seismic Design of Bridges, discusses the seismic retrofit of flared reinforced concrete columns in a multispan viaduct.  Part 6, Tunnels and Underground Structures, examines decision aids for tunneling and predicting tunneling-induced ground movement.  Part 7, Culverts and Hydraulic Structures, examines polyvinyl chloride pipes in clayey backfill and an old brick culvert slip lined with a corrugated steel culvert.  Part 8, Structural Fiber-Reinforced Plastics, discusses strengthening of steel structures and bridges with carbon fiber-reinforced polymers, fatigue behavior of a prestressed tubular fiber-reinforced polymer bridge deck, and hybrid bridge strengthening.]]></description>
      <pubDate>Tue, 25 Jan 2005 00:00:00 GMT</pubDate>
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      <title>STRENGTH OF SPANDREL WALLS IN MASONRY ARCH BRIDGES</title>
      <link>https://trid.trb.org/View/747497</link>
      <description><![CDATA[Previous research on the strength of masonry arch bridges has focused on the carrying capacity of the arch barrel in the span direction.  Although the results of a spandrel wall collapse may be very serious, the transverse strength of masonry arch bridges has not been widely addressed.  Recent experience, however, has shown that the transverse behavior and the strength of the spandrel walls are at least as important as the behavior in the span direction.  Although complex computer analysis methods have been proposed for examining the masonry arch bridge as a three-dimensional structure, these methods are not suitable for everyday practical application.  An approximate analytical method for the prediction of the strength of masonry spandrel walls is developed based on the conventional analysis of fills supported by retaining walls.  The method is based on the determination of loads by Coulomb-Rankine analysis and the determination of resistance by the fracture line method, similar to the yield line method for reinforced concrete slabs.  A table that further increases the simplicity and speed of the method is also provided.  The proposed method allows the practicing engineer to calculate a factor of safety for the transverse strength of a spandrel wall for different situations, such as moist soil, cracked wall, effect of live load for shallow fill bridges, or existence of parapet walls.  Results of these conventional, simplified analyses compare favorably with observed bridge distress and results of a previously validated finite element analysis method.]]></description>
      <pubDate>Tue, 25 Jan 2005 00:00:00 GMT</pubDate>
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      <title>EVALUATION OF "BEBO" SYSTEM CULVERT</title>
      <link>https://trid.trb.org/View/205081</link>
      <description><![CDATA[The purpose of this report is to evaluate the construction of a "BEBO" system culvert constructed on Quaker Bottom Road in Harford County, Maryland.  The footings for this structure were poured in place, whereas the arch panels and spandrel walls were prefabricated in the plant at Winchester, Virginia.  The arch panels and spandrel walls were brought to the site from the plant on flat be trucks and unloaded and placed on footings by a crane seated in the middle of the existing stream.  The placing of the panels and spandrel walls was accomplished in one day. The cost of this structure was much more than the conventional.  According to the contractor the cost is expected to be lower on future construction.  This type of structure would probably be more cost-effective on high-volume roads where detours are lengthy or maintenance of traffic costs are high.  (FHWA)]]></description>
      <pubDate>Fri, 28 Sep 1984 00:00:00 GMT</pubDate>
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