<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Transforming Bridge and Railway Asset Management: A Case Study of the Rideau River Railway Bridge Inspection, Using Advanced Drone Technology and AI</title>
      <link>https://trid.trb.org/View/2675164</link>
      <description><![CDATA[The Rideau River Railway Bridge is a railway plate girder bridge that spans the Rideau River in Smiths Falls, Ontario, Canada. Currently owned by the Canadian National Railway (the successor to the Canadian Northern Ontario Railway), the bridge supports various rail services, including the Via Rail Toronto–Ottawa Corridor passenger trains.  Niricson conducted the first of two concrete condition assessments on the Rideau River Railway Bridge in May 2024. This initial survey aimed to provide a baseline analysis of the bridge’s condition, focusing on the identification and quantification of visual defects and delamination. The data collection process involved capturing high-resolution RGB/optical images and acoustic soundings which were both collected by a robotic system. The data was subsequently processed using a defect detection and quantification software. A second survey was completed in October of 2024 to identify any changes and validate change detection capabilities. An additional software was used on the dataset to identify any geometrical deficiencies to the rail track.  The purpose of the project was to demonstrate the capabilities of a digital condition assessment, validate the capability of the acoustic sensor, and validate the repeatability for a digital assessment. ]]></description>
      <pubDate>Thu, 12 Mar 2026 08:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675164</guid>
    </item>
    <item>
      <title>Structural optimisation of single span steel-concrete high-speed railway bridges</title>
      <link>https://trid.trb.org/View/2666535</link>
      <description><![CDATA[This thesis focuses on optimisation of single span steel-concrete composite high-speed railway (HSR) bridges. The research aims to investigate how different parameters, such as span length, steel grade, cross-section type, and damper usage, influence the design of optimised bridges. A case-study bridge with an installed long-term monitoring system is used in a model updating procedure using error domain model falsification (EDMF) and then optimised by a Genetic Algorithm (GA). Then, a parametric study on the aforementioned parameters is performed, using the bridge as a reference. The thesis is a compilation of three papers, in which the first, Paper I, a simplified 2D FE model of a simply supported bridge was calibrated using EDMF. A sensitivity analysis was performed to investigate the parameters that govern the dynamic response. The decisive parameters were then updated using falsification to obtain accurate parameter ranges. It is shown that the most accurate dynamic behaviour is achieved using updated material parameters instead of Eurocode parameters, and that falsification is an efficient approach to perform model calibration.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666535</guid>
    </item>
    <item>
      <title>Railway bridge dynamic amplification factors : investigation of effects from track irregularities</title>
      <link>https://trid.trb.org/View/2598650</link>
      <description><![CDATA[This work investigates the dynamic effects on short-span railway bridges, with a particular focus on the impact of track irregularities and the resulting dynamic amplification factor, notated as φ &#8242;&#8242;. The objective of this study is to investigate whether the current design formula, which is based on older investigations, is un necessary conservative and could be refined to increase the allowable axle loads and enhance the effectiveness of the railway transport system. The study is focused on short-span bridges, with a span length between 4-20 m, given that they are more susceptible to dynamic effects. The research involves experimental testing on two concrete bridges located on the southern main line near Katrineholm, Sweden. The objective is to validate the finite element models used for a larger number of simulations. The principal model employed for simulations is a two-dimensional model that incorporates train-track bridge interaction. The impact of track irregularities is incorporated into the model to calculate their isolated effect. The track irregularities used are derived from measurements on track sections in Sweden. The results show that the current formula overestimates the dynamic amplification factor for a significant portion of the studied interval compared to the formula given in Eurocode, with the upper limit for eigenfrequency and for the studied spans of 4-20 m and train speeds of up to 120 km/h, particularly for lower speeds. Based on the simulation results, a new formula for φ &#8242;&#8242; is proposed. A big difference between the formulas, is that the Eurocode formula is no longer affected by speed after 80 km/h, which was not in line with the simulations. The magnitude of difference also depends on with what kind of track quality is being compared against, the new formula for φ &#8242;&#8242;, proposed in this study, uses a scaling factor depending on standard deviation σ, instead of only using "good track" or not.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:19:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598650</guid>
    </item>
    <item>
      <title>Dynamic analysis of end-shield bridges considering soil-structure interaction</title>
      <link>https://trid.trb.org/View/2534195</link>
      <description><![CDATA[This thesis investigates the effect of Soil-Structure Interaction (SSI) on the dynamic response of railway bridges with integrated retaining walls, referred to as end shield bridges, numerically and experimentally. The research aims to determine how surrounding soils influence the dynamic behavior of the system and their impact on high-speed train passage. The effect of uncertainties related to soil properties is examined, and simplified modeling techniques for incorporating SSI in the analysis of railway bridges are proposed. For this purpose, four railway bridges with end shields, including two single-span and two three-span structures, are equipped with numerous accelerometers and excited using a hydraulic actuator across various frequencies and load amplitudes.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:14:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534195</guid>
    </item>
    <item>
      <title>Improving the dynamic design philosophy of high-speed railway bridges using reliability-based methods</title>
      <link>https://trid.trb.org/View/2491259</link>
      <description><![CDATA[Modern railway infrastructures, especially bridges, are exposed to significant vibrations with potential safety implications. In this context, previous studies have shown the inconsistency and inadequacy of some conventional design methods necessitaing them to be improved. The assessment of safety inherently deals with uncertainties. Therefore, the current study is dedicated to this objective using reliability-based methods. Of the various possible failure modes, the investigations presented here are limited to running safety and passenger comfort. The investigation of these limit-states requires constructing complex computational models with train-track-bridge interaction capabilities. However, the application of these computationally intensive models in the context of structural reliability does not appear to be feasible. Simplifying the system, the vertical acceleration and the deflection of the bridge serve as implicit limit-state measures. Initially, using first Order Reliability Method (FORM) revealed limitations in the application of the current safety factor, resulting in inconsistent reliability indices. Therefore, probabilistic design curves are proposed, defining minimum required bridge mass and stiffness based on cross-section types, span configurations and train speeds. These results are obtained by formulating a FORM-based optimization. Subsequently, the results are used to investigate the sensitivity of the estimated failure probabilities with respect to the contributing basic random variables. Acknowledging the limitations of FORM, surrogate-assisted simulation-based reliability assessments were used for further investigations.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:17:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491259</guid>
    </item>
    <item>
      <title>High frequency mechanical impact treatment : recommendations for the design of welded details in road and railway bridges</title>
      <link>https://trid.trb.org/View/2491246</link>
      <description><![CDATA[High Frequency Mechanical Impact treatment (HFMI) is a post-weld treatment method that can be used to enhance the fatigue strength of welded details. The term HFMI covers several different high frequency peening techniques and equipment's, which come in different commercial names, such as ultrasonic impact treatment (UIT), ultrasonic peening (UP), high-frequency impact treatment (HifiT), etc. Common for all these techniques is that indenters of hardened high strength steel are used to impact and deform the steel material at the weld toe region with high frequency. This results in a considerable increase of fatigue resistance with respect to fatigue cracking from weld toe. This guideline document is the result of the research conducted on the topic at Chalmers University of Technology during the years 2015-2023. In addition to the derivation of fatigue resistance properties of HFMI-treated details, this work has resulted in a complete design methodology that can be used in the design of road and railway bridges with HFMI-treated details. The document also includes general requirements on welds before HFMI-treatment as well as recommendations for checks and quality assurance of the treatment. The bridge industry has shown a great interest in utilizing the benefits of HFMI-treatment both in the design of new bridges and for the purpose of fatigue life extension of existing ones. The aim of this document is to facilitate and support a safe application of HFMI treatment on steel and composite road and railway bridges.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:17:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491246</guid>
    </item>
    <item>
      <title>Innovative incrementally launched U-Trough girder viaduct for challenging site</title>
      <link>https://trid.trb.org/View/2306861</link>
      <description><![CDATA[The innovative Viaduct over Muscle Creek and Hunter River with an overall length of 178.4m comprises four spans of 45.7m by 50m by 50m by 29.7m and 1.5m length beyond the bearings at each abutment, to suit a challenging and restrictive site. The superstructure comprises a prestressed concrete U-trough girder constructed by the incrementally launched method with eight segments varying from 9.7m to 25m long. The U-trough girder is 3.76m and 3.6m deep for the taller and shorter webs respectively to create a two percent cross fall in the soffit. The Viaduct is supported on 1.5m diameter piles and the piers comprise twin 1.5m diameter columns. The design of the Viaduct was delivered by Cardno now Stantec. This paper describes the design development of the Viaduct. This includes the determination of the design criteria, design philosophy, the selection of the method of construction, superstructure cross section and structural form for the substructure. It also includes construction monitoring.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306861</guid>
    </item>
    <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>
    </item>
    <item>
      <title>Design and construction of the Eumemmerring Creek Bridge</title>
      <link>https://trid.trb.org/View/2306847</link>
      <description><![CDATA[The Eumemmerring Creek Bridge is located on the Cranbourne Line in Melbourne’s southeast. The single-track rail bridge was opened to rail traffic on Feb 2022, duplicating the existing track, and forms part of the wider Cranbourne Line Upgrade (CLU) delivered by the Western Program Alliance (WPA) under the Level Crossing Removal Project (LXRP). Spanning over an environmentally sensitive waterway the design of the 63 m span steel truss rail bridge focussed on minimising disturbance to the creek from design inception. With a favourable site configuration which would allow offline assembly of a steel truss, a launched construction method was adopted for detailed design development. Such a construction method required close collaboration between WPA partners as well as with the temporary works designers to ensure total integration of the construction methodology within the permanent works design. The permanent works design incorporated numerous novel aspects including bottom chord splice details, a precast concrete deck system which was utilised as ballast during the launch, and detailed space proofing at abutments to allow interaction of permanent and temporary bearings. In addition to the integration of the temporary works methodologies, the permanent works design addressed various technical challenges arising from site constraints, aesthetic considerations, futureproofing and code requirements to AS5100 and MTM (Metro Trains Melbourne) standards.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306847</guid>
    </item>
    <item>
      <title>Design of Victoria’s first network arch railway bridge</title>
      <link>https://trid.trb.org/View/2306838</link>
      <description><![CDATA[The Princes Highway between Traralgon and Sale is progressively being duplicated to improve road safety and reduce travel times. Currently, the Princes Highway east of Kilmany spans over the highly skewed Melbourne to Bairnsdale railway line. To minimise the disruption to both road and rail users, it was proposed to realign the highway and replace the existing overpass with a highly skewed single span railway bridge which could be constructed offline.The traditional solution for long single span railway bridges is a truss or tied arch bridge. Tied arch bridges of this form experience large longitudinal bending in the deck and arch members leading to heavy steelwork. An innovative network arch bridge was proposed for this project over more conventional solutions. A network arch is a tied arch bridge with inclined hangers that intersect at least twice. These regularly spaced inclined hangers cause the bridge to behave like a truss with its members subject to axial forces and minimal bending. This structural system is extremely stiff, efficient and is aesthetically appealing with a lightweight and slender form. This paper will explore the outcomes of the Design Development phase of the project where numerous design solutions were evaluated and explain why the network arch bridge form was selected.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306838</guid>
    </item>
    <item>
      <title>Structures on the Tonkin Gap Project in Perth</title>
      <link>https://trid.trb.org/View/2306820</link>
      <description><![CDATA[The $400 million Tonkin Gap and Associated Works Project is part of an infrastructure package announced in 2019, addressing a major bottleneck on Tonkin Highway between the recent Gateway WA and Northlink WA projects and preparing the existing Northlink WA corridor for the construction of the Morley Ellenbrook rail line. The Project was awarded to the Tonkin Gap Alliance in late 2020 with construction completion due in late 2022. The Project includes a total of nine new beam bridges, one launched bridge, two underpasses, one underpass extension, three footbridges, two rail dive structures and a number of noise and retaining walls. In addition, the Project required modifications to all existing bridges and structures along the route to meet current standards regarding load and barrier capacity and rail collision requirements. The paper will provide an overview of the Project including alternative approaches developed during the tender phase and innovative design approaches required to meet the Project requirements. The paper is focused on key aspects of the Project not covered by other papers proposed for the conference including optimising the project footprint, modifications and strengthening of existing structures and coordination of design with construction methodologies to meet constraints.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:54:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306820</guid>
    </item>
    <item>
      <title>Simplifying construction in a complex live Sydney city multi-track railway station with precast concrete bridge elements</title>
      <link>https://trid.trb.org/View/2306790</link>
      <description><![CDATA[The new Southern concourse bridge in Redfern Station will provide accessible access to all above ground platforms within the station. Redfern is one of the busiest passenger stations on the Sydney Trains network and contains more active above ground tracks that all other stations apart from Central Station itself. Redfern Station as a site contains numerous constraints that are completely unique within the rail network including: ten above ground electrified bi-directional tracks, four island platforms built throughout the life of the station, narrow platform construction to suit track curvature and no access to ‘all-track’ possession configurations. Numerous construction methods, structural forms and construction sequences were investigated for the bridge to best meet the site constraints, construction program and the final design requirements of the project and the Client. Over the life of the project, various scoring and weighting criteria were applied to the options to guide the options selection process. This paper describes in detail the constraints of the site, the design development and construction staging, and the final arrangement selected to bridge across all ten live tracks within Redfern Station.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306790</guid>
    </item>
    <item>
      <title>Metronet level crossing removal: Denny Av</title>
      <link>https://trid.trb.org/View/2306782</link>
      <description><![CDATA[In early 2000, PTA has identified 31 dangerous level crossings within the urban electrified network with 20 of these crossings located along the Armadale Line. In 2019, the WA State Government decided to advance the delivery of first Level Crossing Removal along Armadale lane in Kemscott – Denny Av level crossing. The delivery method chosen was a Design and Construct (D&C) in two separate packages of works: 1. Rail Component; 2. Road component.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306782</guid>
    </item>
    <item>
      <title>The replacement of the Castlereagh Road Rail Bridge in Penrith using a Self-Propelled Modular Transport System</title>
      <link>https://trid.trb.org/View/2306771</link>
      <description><![CDATA[Castlereagh Road is a key transport corridor in Western Sydney which was constrained by the existing rail overbridge at Penrith. A new bridge spanning 40m across the through lanes of traffic, additional turning lanes and shared user paths was required. Critically the bridge was required to be installed and reopened in a 5-day rail possession. Only limited access to the rail corridor prior to the installation dates was provided. To overcome the above challenges an alternative Self-Propelled Modular Transport (SPMT) methodology was developed. This alternative solution was utilised to move the bridge inclusive of the reinforced concrete abutments, superstructure and pre-installed rail fixtures on the bridge deck from an off-line assembly yard to its final position on the pre-installed piled foundation within +/- 2mm tolerance. Significant input was required to inform the construction methodology and to manage deformation and resulting stresses built up during construction, transport and installation. The alternate SPMT methodology allowed the bridge to be constructed outside the rail corridor and eliminated works over live traffic.A detailed discussion of the construction methodology and key engineering and design aspects of the bridge construction, transportation and installation are provided herein.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306771</guid>
    </item>
    <item>
      <title>Adopting advanced design techniques in the design of precast segmental viaduct: the Singapore experience</title>
      <link>https://trid.trb.org/View/2306738</link>
      <description><![CDATA[For the design of rail viaducts in our congested cities and for rail viaducts having complex geometry with grade separation, the adoption of precast segmental construction techniques is becoming the almost universal approach. The transportation and erection of precast segments can be considered safer, easier to handle and more time efficient than similar activities with full span precast beams or by casting deck elements in situ. The design process is; however, challenging as each segment has to be detailed and cast to an accurate geometry taking account of the erection sequence, construction tolerance and the long-term effects including effects of shrinkage and creep. The elevated rail viaduct of Jurong Region Line (JRL) is presently being designed and constructed in Singapore with deck sections formed entirely from precast segments. This paper looks in detail at Contract J102, the Design and Construction of Choa Chu Kang Station, Choa Chu Kang West Station, Tengah Station and the associated 4km of rail viaduct. It is one of the most challenging contracts, with viaduct on two levels, extended spans over highways of 90m in length and elsewhere tight radius curves. The design has been carried out using advanced analysis techniques such as parametric modelling, taking advantage of repetition to define segment dimensions adopting an automated process, which sets up the inputs for the BIM model. The construction method has been adopted based on the bridge geometry, with some sections being as balanced cantilevers, and other sections opting for span-by-span erection techniques. In general, the deck is made integral with the piers over 4-5 spans, in an effort to eliminate bearings and reduce future maintenance.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:52:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306738</guid>
    </item>
  </channel>
</rss>