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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Efficient design of truss footbridges with stiffness-proportional inerters</title>
      <link>https://trid.trb.org/View/2691679</link>
      <description><![CDATA[Excessive vibrations in footbridges have recently received more attention from researchers and professionals. This has resulted in a surge in popularity for passive energy dissipation systems, such as tuned mass dampers, viscous dampers, and inerters. While design methods with tuned mass dampers and viscous dampers exist, the design of footbridges using inerters is still a challenge. This paper proposes a design procedure for truss-like footbridges incorporating inerters. The concept of the approach is based upon a mathematical derivation of the eigenproblem of a multi-degree-of-freedom structural system, enhanced with stiffness-proportional inertances. This outcome enables tuning the highest natural frequency of the system to a predefined value. The proposed design procedure adjusts all natural frequencies, such that the highest natural frequency of a structural system is set lower than the frequency of the load. As implemented in the article, the procedure can be used for back-of-the-envelope estimations, or for achieving an efficient final design. The designs achieved by the suggested methodology are compared to the current traditional design, optimal design achieved through gradient-based sizing optimization, and designs with various common topologies. The methodology’s high potential and its proximity to optimal for a chosen topology are revealed.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691679</guid>
    </item>
    <item>
      <title>Seismic performance of a 1000 m-scale steel-UHPFRC composite truss arch bridge under non-uniform excitations</title>
      <link>https://trid.trb.org/View/2661965</link>
      <description><![CDATA[Given the superior mechanical properties of ultra-high-performance fiber-reinforced concrete (UHPFRC), a novel 1000 m-scale steel-UHPFRC composite truss arch bridge scheme has recently been proposed to address key challenges associated with traditional long-span arch bridges including excessive self-weight and construction complexity and to further extend the feasible span limit of this bridge type beyond 600 m. While previous studies on this new bridge scheme have primarily focused on the conceptual design of the arch ribs under static loads, its seismic resistance system and overall seismic performance—particularly under spatially varying ground motions—remain insufficiently explored, especially given its unprecedented span. In this study, a preliminary design of the seismic resistance system including the spandrel columns and the seismic isolation system is first performed to improve the distribution of seismic forces throughout the structure. A detailed nonlinear finite element model is then established and subject to multiple sets of spatially varying ground motions simulated with power spectral density and coherence loss function models to numerically evaluate its seismic behavior under strong earthquake shaking. The seismic performance of arch rib sections and spandrel columns is quantified using column and moment–curvature interaction diagrams to identify critical sections that are seismically vulnerable. The results show that the designed seismic isolators can effectively reduce internal force demands on the columns and improve the uniformity of the force distribution. Compared to uniform excitations, non-uniform excitations can significantly amplify internal force demands in the arch ribs, with average amplification ratios of 11 %, 12 %, and 6 % for axial force, in-plane, and out-of-plane bending moments, respectively. For the spandrel columns, the average amplification in in-plane and out-of-plane bending moments is 6 % and 13 %, respectively. Additionally, non-uniform excitations also increase displacement demands and result in large residual displacements in the arch ribs. Furthermore, under non-uniform excitations, the rotational capacity of the spring sections is insufficient to meet seismic demands, leading to compressive crushing of the UHPFRC. Only a small number of sections near the spring exhibit tensile failure, indicating that these locations are the most vulnerable along the arch. These findings suggest that future optimization efforts should focus on enhancing the rib cross-section at the spring or increasing the stirrup ratio to improve the compressive strength of the core concrete. In contrast, damage observed in the columns is limited to tensile cracking of the UHPFRC at the column ends, with no yielding detected in the longitudinal reinforcement. This study demonstrates the seismic viability of the proposed 1000m-scale steel–UHPFRC composite truss arch bridge and its potential failure mechanism under strong non-uniform excitations, which provides valuable insights for the design of super-long-span arch bridges.]]></description>
      <pubDate>Fri, 01 May 2026 14:33:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661965</guid>
    </item>
    <item>
      <title>Prowers Bridge Study: Experimental and Analytical Techniques for Wind Loading Analysis at an Historic Truss Bridge</title>
      <link>https://trid.trb.org/View/2187225</link>
      <description><![CDATA[The University of Colorado at Denver has been studying the relationship between wind loading and structural response in historic truss bridges adapted to pedestrian use. Currently, many historic truss bridges with traditional timber decks would be inadequate for pedestrian conversion using the traditional "skeleton" method of modeling and the current American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications for Design of Pedestrian Bridges for lateral (wind) design loads (AASHTO 1997) on the windward bottom chord members (eyebars). An experimental and analytical study was completed on the Prowers Bridge over the Arkansas River, constructed in 1909, which is located near Lamar, Colorado. The experimental study utilized data from anemometers and clamp-on modular strain transducers to provide verification of an analytical deck model of the current Prowers Bridge. This paper presents the equipment, results with methodology, and engineering applications based on the experimental and analytical response to the lateral (wind) loads at the Prowers Bridge. The overall results indicate that increasing the dead load of the deck and accounting for the stiffening effect of the deck in the analytical model allows the windward bottom chord eyebars to satisfy AASHTO lateral (wind) loading requirements. In summary, this research provides useful applications to aid rehabilitation and restoration of historic vehicular truss bridges for pedestrian use.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187225</guid>
    </item>
    <item>
      <title>Wind Load Analysis of a Truss Bridge at Rifle Colorado</title>
      <link>https://trid.trb.org/View/2187216</link>
      <description><![CDATA[Current AASHTO requirements for pedestrian bridges may prove some historic truss bridges to be under-strength when applying wind loads to simple skeleton models. The Rifle Bridge over the Colorado River at Rifle, Colorado, is a historic steel truss structure that was one of five in a study to analyze actual wind loads on existing structures. This paper discusses the effects of including stiffening elements in 3D models by comparing actual and calculated wind loads. During the six week wind study period, maximum wind loads measured were in excess of 60 mph, which resulted in easily measured strains. Analytical models include the metal deck with asphalt as a stiffening element, which is treated as plate elements with a modulus representative of the composite section. Recommendations for modeling the deck are provided.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187216</guid>
    </item>
    <item>
      <title>Analysis and Testing of the Historic Blue River Bridge Subjected to Wind</title>
      <link>https://trid.trb.org/View/2187205</link>
      <description><![CDATA[The overall purpose of this research is to analyze an historic truss bridge called the Blue River Bridge near Dillon, Colorado under wind load to investigate the stiffening effect of the deck. The bridge, located in the Rocky Mountains has a timber deck with relatively high stiffness in the lateral direction. The traditional method of analysis is based on a skeleton frame with no deck and alternative load paths are neglected. Analytical modeling was completed using finite element software. The American Association of State Highway Transportation Officials (AASHTO) wind load of 75 psf was applied to the models to demonstrate the stiffening effect of the deck. The deck analytical model was verified by a field test under real wind conditions. In summary, Blue River Bridge was analyzed under AASHTO wind load for two different systems, skeleton frame and skeleton with stringers and deck and again under wind pressure determined experimentally for the skeleton with stringers and deck. The results were compared for critical members. Despite existing distress in the truss and abutments, it was found that the lateral stiffness of the deck was near its theoretical maximum.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187205</guid>
    </item>
    <item>
      <title>Field Test/Fatigue Investigation of the Summit Bridge</title>
      <link>https://trid.trb.org/View/2235381</link>
      <description><![CDATA[In the fall of 2004, a series of field tests were conducted on the steel truss bridge that carries Route 896 over the C&D Canal near Glasgow, Delaware. Owned and maintained by the U.S. Army Corp of Engineers, the bridge is more commonly referred to as the Summit Bridge. Previous inspections of the bridge had identified small cracks in some of the tack welds placed on the bridge when it was originally built. A theoretical fatigue life calculation showed that some of the members had little or no remaining fatigue life. As a result, a field test was conducted to measure strains (stresses) in selected truss members under controlled loads and ambient traffic, in order to get a more accurate estimate of the effective stress range in the members for fatigue life calculations.]]></description>
      <pubDate>Mon, 20 Apr 2026 09:22:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235381</guid>
    </item>
    <item>
      <title>Optimal Design of Bridge and Roof Truss Systems Using Multi-Objective Genetic Algorithms</title>
      <link>https://trid.trb.org/View/2165771</link>
      <description><![CDATA[A computational design method is proposed to assist structural engineers in designing optimal bridge and roof truss systems. The results presented show that the proposed design method is capable of increasing both the efficiency of the computational process and the optimality of the truss designs evolved. The method explores a diverse range of truss topologies and geometries, while also optimizing the member sizes. A multi-objective genetic algorithm is used to perform shape optimization in order to satisfy the conflicting objectives of minimizing volume, minimizing deflections, and maximizing stress. Instead of handling stress and deflection objectives as constraints, these design criteria are stated as additional objectives to be optimized. The concept of Pareto-optimality is used to determine a ranking of current design alternatives that guides the search process toward optimal solutions. To reduce the design time required, the proposed computational method is implemented on parallel computers. Truss designs obtained using the proposed method are compared to designs obtained by other researchers on a benchmark bridge truss design problem in order to evaluate the performance of the proposed method. The truss designs identified provide more optimal truss designs than reported in other research efforts, while still providing comparable search efficiency. The proposed method was also applied to identify near-optimal designs for a new roof truss design problem.]]></description>
      <pubDate>Sun, 29 Mar 2026 17:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2165771</guid>
    </item>
    <item>
      <title>Developing Bridge Rating Factors for the I. B. Perrine Bridge</title>
      <link>https://trid.trb.org/View/2235312</link>
      <description><![CDATA[This paper describes a finite element model that has been developed to calculate the live load response of a major steel trussed-arch bridge in Idaho. Any truck configuration (axle loads and spacing) can be modeled as a moving load along one of several predefined load paths. The finite element model calculates the envelope of maximum and minimum live load effects (shear, bending moment or axial force) in the bridge members. Live load tests were conducted to verify the accuracy of the finite element model. A preliminary examination of the results of these tests indicate that the finite element model provides reasonably accurate predictions of live load effects in principal members subjected to direct loads. Live load calculations for indirectly-loaded secondary members were less accurate. Further calibration of the model is expected improve the accuracy of forces and moments predicted in both cases, providing a reliable and flexible bridge rating procedure.]]></description>
      <pubDate>Thu, 26 Mar 2026 13:38:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235312</guid>
    </item>
    <item>
      <title>Experimental Evaluation of Load Transfer Mechanisms in Steel Truss Bridges under Varied Damage Scenarios</title>
      <link>https://trid.trb.org/View/2668459</link>
      <description><![CDATA[This paper investigates the structural robustness of a steel Pratt-type truss bridge through a series of experimental analyses focusing on various damage scenarios. Twelve distinct damage scenarios were examined under two typical loading conditions: mid-span and quarter-span positions. The study highlights the critical impact of localized damage on the stiffness and overall stability of the truss bridge structure. Key findings suggest that the failure of upper and lower chord members, especially near mid-span, poses significant risks. Additionally, damage to vertical and diagonal members at quarter-span locations also undermines structural integrity. The robustness of the bridge was quantitatively assessed using the bridge’s global load–deflection response and stiffness reduction in its damaged state. The research emphasizes the importance of understanding the alternate load paths (ALPs) activated during localized failures, which allow the structure to maintain stability despite local damage. These ALPs are identified either through the heightened strain values in connected members or through changes between tension and compression. Understanding the available ALPs is crucial for design considerations, as identifying ALPs in scenarios of critical member damage, along with additional ALPs, can enhance robustness and ensure safety.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668459</guid>
    </item>
    <item>
      <title>Field Testing and Data Acquisition of Historical Truss Bridges Using Modular Strain Transducers</title>
      <link>https://trid.trb.org/View/2235274</link>
      <description><![CDATA[Development of a strain transducer device for use on structural steel members was developed. The inexpensive, reusable transducer can be conveniently and nondestructively clamped to a structural member. It can be reused. Prototype devices have been tested in the laboratory to verify reliability and repeatability of results and have been compared to analytical results. The device has been successfully used in the field on full-scale members. Each device cost approximately $50 USD. Experimental strain measurement of a weathered structural member using strain gauges usually involves the surface preparation work of grinding to remove paint and corrosion, sanding to create a smooth uniform surface, member polishing, bonding, and clamping of the strain gage. This is in addition to other miscellaneous field installation preparation tasks. Access can sometimes be hazardous and the task is always inconvenient. The device presented in this paper has been developed through a combination of laboratory research and finite element modeling.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235274</guid>
    </item>
    <item>
      <title>Response of Pin-Connected Truss Bridges to Wind</title>
      <link>https://trid.trb.org/View/2235244</link>
      <description><![CDATA[Preservation of historic bridges has led to renewed interest in understanding the response of pin-connected truss bridges to lateral loads. While numerous examples of full-scale gravity load testing on truss bridges can be found in the literature lateral load tests on truss bridges of ordinary span lengths are another matter. A low-cost instrumentation system was developed to obtain data from lateral loads on pin-connected truss bridges. The results provide insight into actual performance of pin-connected truss bridges under lateral loads. Both the stiffening effect of different deck types and the actual flexural response of portal frames are examined. The actual responses are compared to results from analyses. These findings are offered as a first step toward experimental investigations of lateral load response on ordinary truss bridges, the type of bridges now of interest for historic preservation. The testing was conducted as verification for a new application of structural modeling for historic truss bridges. The goal of this project was to aid preservation efforts for one of the cradles of civil engineering heritage: the pin-connected truss bridge.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:00:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235244</guid>
    </item>
    <item>
      <title>Integrated System for Steel Truss Bridge</title>
      <link>https://trid.trb.org/View/2235228</link>
      <description><![CDATA[A number of authors have previously used genetic algorithms to optimize structural systems. This paper illustrates use of simple genetic algorithms for optimum design of large scale steel truss bridge superstructure for railway loadings. Object-Oriented Methodology is used to simplify' the design software development process. Optimal design of practical structures is illustrated, considering system topology, configuration and member sizes represented by mixed design variables (continuous and discrete). Complex design domain requirements conforming to Indian Railways design standard consisting of constraints corresponding to material strength, buckling strength as well as fatigue strength limit have been considered and the objective function to be minimized represents the total cost of the superstructure including cost of fabrication. The paper also demonstrates the efficient integration of genetic algorithms for optimization with the design software, both implemented in an object-oriented environment.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2235228</guid>
    </item>
    <item>
      <title>New Holistic Structural Robustness Index for Truss Bridges</title>
      <link>https://trid.trb.org/View/2651902</link>
      <description><![CDATA[This paper proposes a new structural robustness index for truss bridges along with a user-friendly framework of analysis. Bounded between 0 and 1, the index accounts for the structural response holistically by incorporating the system response including before the first element failure, the redundancy of the damaged state with respect to the intact version, and system ductility. The concepts of redundancy and robustness are distinguished in the formulation, where redundancy is the ability of a system to carry additional load after member failure, while robustness is the structure’s ability to absorb a local damage and not collapse. The framework of analysis using the developed robustness index is demonstrated on a simple two-dimensional truss structure subjected to lateral load with both brittle and ductile hinges, where brittle, ductile, and hybrid systems are considered. The proposed index is used to identify critical elements for two different damaged states, and the results are compared with those from five robustness measures published elsewhere. Ultimately, the new structural robustness index can provide valuable insight when evaluating existing bridges and rehabilitating those deemed deficient, presenting a step forward in the safety assessment of structures.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:11:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2651902</guid>
    </item>
    <item>
      <title>Driving safety assessment of high-sided vehicles on long-span truss suspension bridges subjected to crosswind</title>
      <link>https://trid.trb.org/View/2630962</link>
      <description><![CDATA[The driving safety of high-sided vehicles on bridges subjected to crosswind is a critical factor in determining whether the bridge should remain operational or be closed. To address this, this paper investigates the influence of aerodynamic interference on the driving safety of high-sided vehicles across different lanes of a large-span truss girder bridge and proposes a more rational traffic control strategy. First, the aerodynamic coefficients of trucks and buses in various lanes of the truss deck were determined based on wind tunnel tests. Subsequently, the influences of transverse correlation of road roughness, traffic lane position, wind speed, and level of road roughness on vehicle response and driving safety subjected to crosswind were investigated, utilizing the wind-vehicle-bridge coupled vibration system. Besides, the driving safety assessments of high-sided vehicles using varying accident risk coefficient criteria were compared. The results demonstrate that the aerodynamic coefficients exhibit sensitivity to vehicle type and lane position. The accident risk coefficient criterion using the maximum value method is more suitable for evaluating the driving safety of high-sided vehicles on large-span bridges. The critical wind speeds of high-side trucks and buses traveling in different lanes during bridge operation can exhibit significantly differences, necessitating more rational traffic control strategies.]]></description>
      <pubDate>Thu, 05 Feb 2026 16:39:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630962</guid>
    </item>
    <item>
      <title>Drive-by damage detection and localization exploiting continuous wavelet transform and multiple sparse autoencoders</title>
      <link>https://trid.trb.org/View/2625368</link>
      <description><![CDATA[Drive-by techniques for bridge health monitoring have drawn increasing attention from researchers and practitioners, in the attempt to make bridge condition-based monitoring more cost-efficient. In this work, the authors propose a drive-by approach that takes advantage from bogie vertical accelerations to assess bridge health status. To do so, continuous wavelet transform is combined with multiple sparse autoencoders that allow for damage detection and localization across bridge span. According to authors’ best knowledge, this is the first case in which an unsupervised technique, which relies on the use of sparse autoencoders, is used to localize damages. The bridge considered in this work is a Warren steel truss bridge, whose finite element model is referred to an actual structure, belonging to the Italian railway line. To investigate damage detection and localization performances, different operational variables are accounted for: train weight, forward speed and track irregularity evolution in time. Two configurations for the virtual measuring channels were investigated: as a result, better performances were obtained by exploiting the vertical accelerations of both the bogies of the leading coach instead of using only one single acceleration signal.]]></description>
      <pubDate>Wed, 04 Feb 2026 15:39:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625368</guid>
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