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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>Westconnex St Peters Interchange integral cut and cover structure design</title>
      <link>https://trid.trb.org/View/2306880</link>
      <description><![CDATA[The Westconnex M4-M5 Link Tunnels project links the southwestern M5 to Western M4, passing through St Peters Interchange, the most complex interchange in Sydney to date. Included in the works at that interchange is a motorway operations facility consisting of a ventilation building, electrical substation and other services contributing to the seamless operation of the motorway. The ventilation building is situated above the tunnel entry and exit portals and is supported by the St Peters Interchange Ventilation Building Cut and Cover structure. This paper covers the complexities in design and construction of the cut and cover structure. The structure is unique, utilising Super-T girders that are fully integral with the substructure across multiple spans. The constraints resulted in the decision to utilise a fully integral connection between superstructure and substructure. This allowed many benefits to the design, construction, and future maintenance of the structure. The continuity of the structure enabled the design of the Super-T girders and piles to be optimised and removed the requirement for bearing inspection and replacement. This is noted as a key benefit as jacking of the structure would have proved practically impossible. This paper will discuss the various constraints and benefits, the analysis and modelling techniques used in design, and the detailing challenges and opportunities of integral cut and cover structures.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:55:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306880</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>
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    <item>
      <title>Design and construction of civil structures on Mordialloc Bypass</title>
      <link>https://trid.trb.org/View/2306795</link>
      <description><![CDATA[Jacobs worked for McConnell Dowell – Decmil Joint Venture consortium and Major Road Projects Victoria to design the Mordialloc Bypass. It comprises a four-lane carriageway, and the design allows for a future project upgrade to a six-lane freeway within the current footprint and layout of bridge structures. Jacobs carried out the civil and structural design. The author managed the design and provided construction phase support for the portal and cantilevered traffic sign structures, retaining walls, off-structure and bridge barriers, noise walls and Super-T girder bridges. It is one of the first projects in Victoria with civil structures designed to AS 5100-2017 and associated VicRoads Bridge Technical Notes (BTNs). The design development and construction phase support resolved unfavourable soil conditions, predicted settlements and piling issues within the old landfill site, and avoided relocation of existing services such as pressurised gas and oil pipes and sewer mains at Old Dandenong Road and wetland viaducts. It also covers the design of the portal and cantilevered traffic sign gantries and supporting structures attached to bridges using circular hollow sections to comply with the latest Vicroads BTN fatigue requirements.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:53:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306795</guid>
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    <item>
      <title>Load testing of a 1920's cast-in-place reinforced concrete tee beam bridge</title>
      <link>https://trid.trb.org/View/1647524</link>
      <description><![CDATA[The Arden Street Bridge over the Moonee Ponds Creek is a seven-span cast-in-place reinforced concrete tee beam bridge constructed in 1923. Originally designed for a 16-ton roller, the bridge was strengthened in 2004 to accommodate semi-trailers and B-doubles operating at Higher Mass Limits. Pitt&Sherry was initially engaged to undertake desktop load rating of the bridge to see if it could be used during the transport of various Heavy Load Platform configurations, including platforms carrying 180t and 130t transformers, as part of the planned West Melbourne Terminal Station upgrade. Following the desktop exercise physical load testing of the bridge was carried out. The test  regime included performance load testing using two semi-trailers loaded up to 54.5t each (Stage 1) followed by proof load testing of a representative tee beam using a hydraulic jack and loading frame (Stage 2).]]></description>
      <pubDate>Mon, 26 Aug 2019 11:34:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1647524</guid>
    </item>
    <item>
      <title>Strengthening of Existing Inverted-T Bent Caps -- Volume 1: Preliminary Design</title>
      <link>https://trid.trb.org/View/1569972</link>
      <description><![CDATA[Inverted-T bent caps are used extensively throughout Texas to economically satisfy geometric constraints. Since the design approach has changed and the traffic volume has increased over the decades, evaluation of existing inverted-T bent caps is needed. The research objectives were to assess in-service inverted-T bent caps based on field visits and current design methodologies. Based on the 2014 American Association of State Highway and Transportation Officials’ load and resistance factor design provisions and the Texas Department of Transportation’s Bridge Design Manual, the demands (girder reaction) and the capacities of the ledge to transfer the applied loads to the web were calculated to evaluate the bent cap for the most critical failure modes: ledge shear friction, ledge flexure, hanger, punching shear, and bearing. Since southbound Bent 13 and northbound Bent 22 had the largest demand, those bents were evaluated and were found to be deficient in ledge flexure, hanger, and punching shear. To address these deficiencies, 18 technical concepts to retrofit inverted-T bent caps were proposed. Retrofit solutions include external post-tensioning, steel brackets to provide supplementary load path, fiber-reinforced polymer wrap with anchors, concrete masonry columns, and increased bearing pad sizes. The proposed retrofit solutions were evaluated using a weighted sum model for the experimental test to validate the satisfactory performance of strengthening existing inverted-T bent caps. Six criteria were considered for the assessment of retrofit solutions: strength increase, total cost, constructability, clearance constraints, durability, and ease of monitoring.]]></description>
      <pubDate>Tue, 04 Dec 2018 20:30:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1569972</guid>
    </item>
    <item>
      <title>Strengthening of Existing Inverted-T Bent Caps: Design Recommendations and Examples</title>
      <link>https://trid.trb.org/View/1569975</link>
      <description><![CDATA[Inverted-T bent caps have been widely used in Texas to reduce the overall elevation of bridges, to improve the available clearance beneath the beams, and to improve aesthetics. Since bridge design criteria have been improved and modified over the decades, many of the early inverted-T bent caps are deficient when evaluated against the current design approach and/or lack adequate strength to support planned increases to live load demands. Therefore, techniques for strengthening these bent caps are needed. In this volume, the recommendations for identifying deficiencies of in-service bent caps are addressed along with the recommendations for selecting retrofit solutions to use. Based on the observations of the tests described in Volume 2, design procedures for six solutions are provided: end-region stiffener, clamped threadbar with channel, load-balancing post-tensioning, concrete infill with partial- and full-depth fiber reinforced polymer anchored by steel waling for the bent, and large bearing pad. Step-by-step procedures for each solution and design examples of each solution for the bent caps described are provided.]]></description>
      <pubDate>Tue, 04 Dec 2018 20:30:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1569975</guid>
    </item>
    <item>
      <title>Strengthening of Existing Inverted-T Bent Caps -- Volume 2: Experimental Test Program</title>
      <link>https://trid.trb.org/View/1569974</link>
      <description><![CDATA[Inverted-T bent caps have been widely used in Texas to provide increased clearance underneath bridges while providing an aesthetically pleasing substructure alternative. The bottom flange (ledge) must have sufficient transverse and punching shear capacity to be able to transfer the applied loads to the web. In this study, retrofit solutions to strengthen the in-service inverted-T bent caps, which have deficiencies with an increased number of lanes, were identified and are discussed in the previous volume. An experimental test program consisting of eight half-scale specimens with hanger, ledge flexure, and punching shear deficiencies was then conducted, with each specimen consisting of external and internal girder locations. Thirty-three individual tests were conducted to investigate six strengthening solutions: end-region stiffener, clamped threadbar with channel, load-balancing post-tensioning, concrete infill with full- and partial-depth fiber-reinforced polymer anchored by steel waling, and large bearing pad. Based on the test results, all retrofit solutions except large bearing pad improved the capacities by 16 percent to 82 percent. The measured ultimate load for all retrofit solutions was greater than the calculated ultimate demands. A capacity analysis based on the 2014 American Association of State and Highway Transportation Officials (AASHTO) LRFD Bridge Design Specifications was also conducted for all tests. The estimated capacities were compared to the measured capacities and determined to be over-conservative in most cases, and rational modifications for the capacity estimations were proposed based on the observed test results. The modified calculations improved the accuracy of the capacity estimations by 8 percent to 28 percent, compared to 2014 AASHTO load and resistance factor design provisions.]]></description>
      <pubDate>Tue, 04 Dec 2018 20:30:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1569974</guid>
    </item>
    <item>
      <title>Implementation of a Precast Inverted T-Beam System in Virginia: Part II: Analytic and Field Investigations</title>
      <link>https://trid.trb.org/View/1530308</link>
      <description><![CDATA[The inverted T-beam superstructure is a bridge system that provides an accelerated construction alternative for short-to-medium-span bridges. The system consists of adjacent precast inverted T-beams with a cast-in-place concrete topping. This bridge system is expected to not experience the reflective cracking problems manifested in short-to-medium-span bridges constructed with traditional adjacent voided slab or adjacent box beams. This report presents the results of three phases of a comprehensive research project to develop and implement an inverted T-beam system for Virginia. The three phases are: investigation of time-dependent and temperature effects, investigation of end zone stresses, and live load testing. The first investigation is of time-dependent effects in composite bridges with precast inverted T-beams. The analysis was performed for a two-span continuous bridge. An analytical study was performed to quantify the stresses generated as a result of differential shrinkage, creep and temperature gradient at various sections in both directions. At the cross-sectional level, an elastic sectional analysis approach using the age-adjusted effective modulus method was used to perform the investigation. At the structure level, the effects of uniform temperature changes, thermal gradients and differential shrinkage and creep were investigated and quantified in terms of axial restraint forces and restraint moments. It is shown that, by paying attention to detailing and by selecting a mix design for the cast-in-place topping that has relatively low shrinkage and high creep, the potential for excessive cracking can be reduced. The second investigation is of the stresses in the end zones of such a uniquely shaped precast element. The transfer of prestressing force creates vertical and horizontal tensile stresses in the end zones of the beam. A series of three-dimensional (3D) finite element analyses were performed to investigate the magnitude of these tensile stresses. Various methods of modeling the prestressing force, including the modeling of the transfer length, were examined and the effect of notches at the ends of the precast beams was explored. Existing design methods were evaluated; strut-and-tie models, calibrated to match the results of 3D finite element analyses, are proposed as alternatives to existing methods to aid designers in sizing reinforcing in the end zones. The final section reports the results of live load testing performed on the first inverted T-beam bridge in Virginia on U.S. 360 over the Chickahominy River. A finite element model of Phase I of the U.S. 360 Bridge was created and the live load distribution factors were analytically determined. Live load tests using a stationary truck were performed on Phase I of the U.S. 360 Bridge with the purpose of quantifying live load distribution factors and validating the results from the finite element analyses. It is concluded that it is appropriate to estimate live load distribution factors using AASHTO provisions for cast-in-place slab span bridges.]]></description>
      <pubDate>Mon, 13 Aug 2018 22:27:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1530308</guid>
    </item>
    <item>
      <title>Performance of Ledges in Inverted-T Beams</title>
      <link>https://trid.trb.org/View/1479905</link>
      <description><![CDATA[Researchers have not extensively studied the behavior of inverted-T (IT) beams experiencing ledge failures. The work described in this paper aims to fill that gap in knowledge by providing data from tests conducted on full-scale IT beams. To the authors' knowledge, this study was part of one of the largest experimental studies conducted on full-scale IT beams. While the focus of the overall study was the design of IT deep beams, the diversity of specimen geometries led to failure of several ledges. The findings from the behavior and failure of these ledges led to an investigation of the load spread and engagement of ledge and hanger reinforcement (approximately 45 degrees from the edge of bearings), different failure mechanisms of ledges (punching shear, ledge flexure, and ledge shear friction being most critical), and the ability of current design procedures (empirical ledge approach and strut-and-tie method) to estimate the behavior.]]></description>
      <pubDate>Tue, 29 Aug 2017 10:13:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479905</guid>
    </item>
    <item>
      <title>Shear strengthening of reinforced concrete T-beams with fully or partially bonded fibre-reinforced polymer composites</title>
      <link>https://trid.trb.org/View/1346005</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 12 Mar 2015 11:48:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1346005</guid>
    </item>
    <item>
      <title>Enhancing predicted shear strength for the assessment of existing concrete bridges</title>
      <link>https://trid.trb.org/View/1226000</link>
      <description><![CDATA[This paper presents a method of calculating the enhanced shear capacity of concrete T-beams that arises from the increased concrete contribution provided by the flange overhangs of reinforced concrete (RC) T-beams in positive bending or sagging. The method applies recognised provisions in the Australian Concrete Bridge Design Code AS 5100.5:2004 to enhance the prediction of shear strength of concrete T-beams based on failure mechanisms reported in published experimental work. The method is applied to specimens reported in previous experimental studies that report shear failure in RC T-beams in positive bending or sagging. It is shown to yield conservative estimates of shear strength enhancement that arise in a T-beam giving consideration to the flange overhangs. A discussion is provided to outline the application of this method for calculating shear strength of concrete highway bridge decks where T-shaped cross-sections resist an applied shear. The paper discusses the variability that arises in the prediction of shear strength from applying the method. The variability observed in the application is consistent with that observed in shear strength reduction for shear than pure flexure to cater for this. It is recommended that confidence in the method be increased by applying the method to more testing targeted at isolating the flange proportions on the shear strength of RC T-beams in sagging.]]></description>
      <pubDate>Fri, 21 Dec 2012 11:46:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1226000</guid>
    </item>
    <item>
      <title>Prefabricated/Precast Bridge Elements and Systems (PBES) for O-System Bridges</title>
      <link>https://trid.trb.org/View/1215780</link>
      <description><![CDATA[The Federal Highway Administration's (FHWA) "Every Day Counts" initiative aims to shorten the overall project delivery time, enhance safety, and protect the environment both on and around construction projects. Using innovative planning, design, and construction methods, Accelerated Bridge Construction (ABC) techniques reduce on-site construction time for new or replacement bridges. One aspect of ABC is Prefabricated Bridge Elements and Systems (PBES), where bridge components are fabricated off site to reduce on-site construction activities. Many state departments of transportation (DOTs) are currently making efforts to implement PBES for construction of their off-system bridges. The purpose of this research project was to investigate other states' standards and to evaluate them for possible implementation in Florida. An exhaustive search was made, and new literature was reviewed, to learn about current DOT standards and practices. The search revealed that the states with the most prefabricated bridge standards or activities are as follows: Utah, Alabama, Texas, Minnesota, and a collaboration of Northeastern states. These standards were reviewed for details such as the presence of post-tensioning, joint types, design load, and inspectability. The two standard bridge types that show the most promise for adoption by Florida Department of Transportation (FDOT) are Minnesota's Inverted-tee Beam, and PCI's "Northeastern Extreme Tee" (NEXT) Beam. A summary of the findings, including advantages and disadvantages of the bridge systems, is included in this report. Also included is a comprehensive list of Web links to standard drawings from all state DOTs, as well as more information on ABC and PBES, which could also be helpful to expedite other research that involves standards and bridge construction/design practices.]]></description>
      <pubDate>Fri, 19 Oct 2012 15:52:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1215780</guid>
    </item>
    <item>
      <title>New York tests FRP</title>
      <link>https://trid.trb.org/View/1210989</link>
      <description><![CDATA[]]></description>
      <pubDate>Sat, 25 Aug 2012 01:09:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1210989</guid>
    </item>
    <item>
      <title>Stiffness analysis of interconnected T beam bridge systems by digital computer</title>
      <link>https://trid.trb.org/View/1209257</link>
      <description><![CDATA[Load distribution in t beam bridge systems not only occurs by flexural action but is also influenced by the fact that the slabs transfer induced direct forces.  An attempt was made to assess the extent of this influence. Because of its wide practical application the guyon massonnet theory for t beam systems was used to compare the results of the present analysis.  By employing stiffness coefficients and matrix notation the problem was programmed for and processed by the bendix g.15 Computer.  Junction displacements were first determined and thence the lateral distribution of deflection and lower flange stresses were obtained.  For the immediate automatic computing, the transverse position of the load, the guyon massonnet parameters and a term introduced to define the t beam action were selected for investigation.  The validity of the theory was tested by analysing a 5 girder model for which experimental results were available. Further comparisons were made by analysing an example for which an alternative theoretical solution existed (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 23:42:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1209257</guid>
    </item>
    <item>
      <title>Strengthening Queensland Railways standard 15 metre bridges</title>
      <link>https://trid.trb.org/View/1204839</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 20:17:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1204839</guid>
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