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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>
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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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Qualitaetssicherung und Instandsetzungskonzepte zum Einsatz von PP-Faserbeton zur Verbesserung des Brand- und Abplatzverhaltens von Strassentunnelinnenschalen </title>
      <link>https://trid.trb.org/View/1416918</link>
      <description><![CDATA[Die Praxistauglichkeit von PP-Faserbeton konnte in zwei Pilotprojekten aufgezeigt werden. Anhand dieser Erfahrungen wurde der Einsatz von PP-Faserbeton bei Tunnelinnenschalen fuer den Neubau von Strassentunneln bei Bundesfernstrassen durch Festlegung in den Hinweisen zur ZTV-ING zur Regelbauweise. Vor der Ueberfuehrung dieser Festlegungen in die Fortschreibung der ZTV-ING sollen weitere offene Fragestellungen bezueglich des Einsatzes von PP-Faserbeton geklaert werden. Hierbei sind insbesondere die Einfluesse der verschiedenen Bestandteile des PP-Faserbetons auf die Eigenschaften des Frisch- und Festbetons zu klaeren. Desweiteren sollen Kriterien fuer die Anwendung und Auswertung von Brandversuchen geschaffen werden, die eine ausreichende Wirksamkeit jedes spezifischen PP-Faserbetons gewaehrleisten koennen. ABSTRACT IN ENGLISH: Two pilot projects have already documented the practical suitability of PP-fibre concrete in the construction of road tunnels. As a result of the experience gained in these projects, the use of PP-fibre concrete has been adopted into the ZTV-ING guidelines as the standard construction method for lining road tunnels on the federal trunk road network in Germany. However, prior to these regulations being included in the updated version of the ZTV-ING, other outstanding issues regarding the use of PP-fibre concrete need to be clarified. These include the degree to which the various constituent parts of PP-fibre concrete react to the characteristics of both fresh and hardened concrete. In addition, the project seeks to develop criteria for the carrying out and evaluation of fire tests which can guarantee the satisfactory effectiveness of each specific type of PP-fibre concrete.]]></description>
      <pubDate>Tue, 26 Jul 2016 07:59:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1416918</guid>
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      <title>RESTORING THE LOAD CARRYING CAPACITY OF FAILED CAST IRON TUNNEL LININGS BY MEANS OF THE METALOCK METHOD</title>
      <link>https://trid.trb.org/View/1065728</link>
      <description><![CDATA[A TECHNIQUE IS REPORTED FOR RESTORING THE LOAD CARRYING CAPACITY OF TORN TUNNEL SEGMENTS MADE OF CAST IRON, BY THE INTRODUCTION OF STRENGTHENING MEMBERS.  THIS SO CALLED METALOCK TECHNIQUE MAY ALSO BE USED ON LOADED TUNNEL LININGS.  THE EFFECTIVENESS OF THIS METHOD WAS TESTED IN THREE FULLSCALE  TESTS AT THE INSTITUTE FOR BUILDING MATERIALS AT THE FACHHOCHSCHULE, HAMBURG.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:59:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065728</guid>
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      <title>REPAIR OF RAILWAY TUNNELS - METHODS OF NON-DESTRUCTIVE TESTING AND STRENGTHENING</title>
      <link>https://trid.trb.org/View/1050834</link>
      <description><![CDATA[THE SNCF NETWORK HAS 1400 TUNNELS (REPRESENTING 550 KM OF UNDERGROUND GALLERIES); OVER HALF OF THOSE TUNNELS ARE OVER 100 YEARS OLD, APPROXIMATELY 80% OVER 75 YEARS.  THIS ARTICLE REVIEWS THE EXPERIENCE GAINED BY THE SNCF  IN THE FIELD OF TUNNEL REPAIR AND STRENGTHENING.  IN PARTICULAR THE FOLLOWING POINTS ARE CONSIDERED: EVOLUTION OF TUNNELS IN TIME; ORGANIZATION OF  TUNNEL SURVEILLANCE; NON-DESTRUCTIVE CONTROL METHODS; SPECIAL CONDITIONS  FOR TAKING ACTION; METHODOLOGY FOR STRENGTHENING STUDIES; CURRENT TENDENCIES IN REPAIR TECHNIQUES.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:53:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050834</guid>
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      <title>The refurbishment of some Victorian railway tunnels - using old materials in new applications</title>
      <link>https://trid.trb.org/View/768657</link>
      <description><![CDATA[As part of the UK Railtrack structures renewal programme 1997/1998, Charles Haswell and Partners Limited were involved with 13 tunnels in the Great Western Region, four of which had been associated with the engineer Brunel in his years as designer and engineer at Great Western Railways. Haswell were asked to inspect and prepare a scope of remedial works for each tunnel and then to design and supervise all remedial works. In order to assess the requirement for repairs and what was possible with regards to lining removal, a detailed desk study was carried out on the tunnel construction and an estimate of the strength of the block lining ring was made from the construction details. Further strengthening measures are now being developed by Haswell for transport tunnels in London using carbon fibre sheeting to improve the load carrying capacity and to extend effective life of these structures.]]></description>
      <pubDate>Mon, 19 Dec 2005 15:32:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/768657</guid>
    </item>
    <item>
      <title>MAINTAINING AND REPAIRING VICTORIAN BRICK RAILWAY TUNNELS</title>
      <link>https://trid.trb.org/View/747147</link>
      <description><![CDATA[Maintenance of Britain's Victorian Railway tunnels is now greater than ever before with increased traffic, loading sizes, speeds and the need for reliability and safety. Deterioration in tunnel linings has caused loss of gauge due to bulging. Water dripping onto tracks has increased rail wear, caused serious loss of tractive effort and formation of icicles that has resulted in line blockages. In the 1997/1998 Structures Renewal Programme, aimed to make tunnels maintenance free for 10 years, Charles Haswell and Partners Limited and Natural Cement Distribution Limited were involved with 13 tunnels in the Great Western Region UK, four built by Brunel. Haswell inspected and prepared a scope of remedial works for each tunnel, then designed and supervised repair works. In order to assess repair requirements, a desk study was carried out on typical tunnel construction methods and materials, building up a picture of the strength of the brick/masonry lining ring. Site inspections, with some coring of the lining, gave added support to these strength estimates. The design of remedial works was primarily concerned with water management and strengthening. The use of 'original' materials such as Natural Hydraulic Lime and Natural Cement allowed sympathetic and effective repairs to be undertaken but still giving respect to these 150 year old structures. The paper describes the 1998 strengthening and water management repairs to Sugarloaf Tunnel, Mid-Wales, UK. The case study includes a re-visit to the project after 5 years.  For the covering abstract see ITRD E123168.]]></description>
      <pubDate>Fri, 07 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/747147</guid>
    </item>
    <item>
      <title>TUNNEL MAINTENANCE IN JAPAN</title>
      <link>https://trid.trb.org/View/646828</link>
      <description><![CDATA[Recent maintenance technology and typical deformation cases of Japanese railway tunnels are presented in this paper. Inspection of tunnel lining is divided into primary inspection and secondary inspection. New technology of non-destructive inspection which is in the process of practicable inspection to make this automatic is introduced. Repair and reinforce methods of deformation tunnels are divided into: (a) countermeasures against earth pressure; (b) countermeasures for deteriorate lining; (c) countermeasures against leakage of water and frost damage; and (d) countermeasures against spalling. Moreover, three cases concerning recent typical deformation of Japanese railway tunnels are shown; one of them is the Tukayama tunnel concerning countermeasures against plastic earth pressure and the others are the Fukuoka tunnel and the Rebunhama tunnel concerning an accident caused by spalling of tunnel lining. (A)]]></description>
      <pubDate>Mon, 07 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646828</guid>
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    <item>
      <title>REHABILITATION OF THE DETERIORATED PRECAST CONCRETE TUNNEL BY SALT-CONTAINING LEAKAGE WATER: EVALUATION AND SAFETY DESIGN</title>
      <link>https://trid.trb.org/View/710091</link>
      <description><![CDATA[This paper describes the investigation of corrosion damage in a tunnel in permeable mudstone under the Suez Canal in Egypt, and the design and specification of reinforcement in the concrete tunnel segments and cracks and spalling of cover concrete. Surveys showed steady deterioration over several years. Rehabilitation needed to secure the present capacity of the tunnel and the structural design of the new reinforced concrete lining took into account expansion plans for the canal. The new lining was to be installed inside the current segment ring, with renewal of the road deck. Main considerations were earth and water pressures, self weight, buoyancy, and the influence of canal expansion, seismic load, and ships on the canal. The design strategy comprised fleece and waterproofing membrane, and a system of sensors for ongoing monitoring was included.  For the covering abstract see ITRD E111699.]]></description>
      <pubDate>Tue, 02 Apr 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/710091</guid>
    </item>
    <item>
      <title>INVESTIGATIONS AND STRATEGY FOR THE RECONSTRUCTION OF HORSFALL RAILWAY TUNNEL, TODMORDEN</title>
      <link>https://trid.trb.org/View/638709</link>
      <description><![CDATA[Horsfall Tunnel, near Todmorden, Yorkshire, England, is a 250m long railway tunnel through a hillside on the Manchester to Normanton line. It is believed to have been constructed between 1837 and 1840, with 210m bored into rock and the other 40m cut and cover. The latter section has been liable to movements for at least 60 years. Initial feasibility studies assumed that the movements were related to the steep slope north of the tunnel. The options evaluated were: (1) two options to use a retaining wall; (2) slope stabilisation by soil nailing to leave the tunnel intact or remove it to form a cutting; (3) internal tunnel strengthening; (4) box culvert; (5) precast tunnel; (6) saddle; or (7) precast arch. A full site investigation and tunnel inspection identified the probable cause of movement as the reactivation of a slip failure surface at the interface between coarse slope deposits and highly weathered rock, assisted by the periodic collection of surface water behind the tunnel. The preferred solution was to stabilise the slope by constructing a reticulated bored-pile wall immediately behind the tunnel lining before its demolition. This solution was successfully adopted to allow tunnel reconstruction. Its good outcome was greatly assisted by the high quality of the investigations that were conducted.]]></description>
      <pubDate>Mon, 07 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/638709</guid>
    </item>
    <item>
      <title>INSPECTION, MAINTENANCE AND REPAIR OF TUNNELS: INTERNATIONAL LESSONS AND PRACTICE</title>
      <link>https://trid.trb.org/View/499243</link>
      <description><![CDATA[The maintenance and repair of underground structures has become an increasingly important topic in the tunneling field over the last decade.  Nearly twenty-five years ago, the International Tunneling Association (ITA) established a working group to study this subject and a number of the member nations of the ITA, including South Africa, have established their own working groups on the subject. The reasons for this interest are fourfold: (1) tunnels are expensive structures to repair and replace; (2) many European tunnels are ageing structures; (3) design under-capacity as traffic has increased; (4) the need to confirm the durability of new materials used in tunnel linings. These aspects are each considered in more detail in the following sections.  The aspects of age, design, and under-capacity are closely interrelated in that the design under-capacity is almost exclusively associated with old tunnels, and the under-capacity exacerbates deterioration and degradation of the tunnel lining.  These particular aspects are accordingly considered together.]]></description>
      <pubDate>Tue, 06 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499243</guid>
    </item>
    <item>
      <title>SHOTCRETING IN HK</title>
      <link>https://trid.trb.org/View/497939</link>
      <description><![CDATA[Inspections made during the mid-1980s revealed that some of the 18km of tunnels of Hong Kong's Mass Transit Railway below the city needed repair as there were concerns about their long-term durability. Saline groundwater penetrating the precast concrete lining of the tunnels caused corrosion. The railway's owner, the Mass Transit Corporation, considered a range of options to prevent seawater infiltration. In consultation with Stabilator, MTRC decided on a system where a watertight shotcrete membrane, reinforced with plastic fibres, was sprayed onto the lining segment. In the first contract, 64,000m of lining was repaired six months ahead of time; the second contract for 47,000m is continuing. In both contracts, robots have performed hydrodemolition of the concrete, and another robot has been replacing the corroded shotcrete. The specification for the work was drafted in 1987, setting high standards for shotcrete quality especially. Full scale shotcrete production began in January 1990. Damaged concrete was removed to 45mm deep to expose corroded reinforcement, applying water at pressures near 1000bar. Stabilator was also responsible for repairing the railway sleepers.]]></description>
      <pubDate>Fri, 19 Feb 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/497939</guid>
    </item>
    <item>
      <title>SYSTEMS FOR MONITORING CORROSION IN NEW AND EXISTING STRUCTURES</title>
      <link>https://trid.trb.org/View/482019</link>
      <description><![CDATA[The paper gives details of permanent condition monitoring systems; it is becoming increasingly cost-effective and practical to install them at representative locations within a reinforced concrete or prestressed concrete structure, for both existing and new structures. Such systems can automatically record corrosion data and measure reinforcement, thus do not need destructive testing or special access to the structure. The main reasons for corrosion monitoring of these structures are to: (1) determine a structure's general condition; (2) detect any onset of corrosion conditions; (3) determine the effectiveness of any previous repairs; and (4) minimise the operational costs of structural inspection. Most corrosion monitoring is based on electrochemical measurements, but several other techniques have been used. Two examples for existing structures are described: a three-span footbridge over the M5 motorway in England, and the roof soffit for a cut-and-cover tunnel. Examples of corrosion monitoring for new structures are mentioned in Hong Kong, Dubai, Denmark, and the UK. Chloride ingress and carbonation monitoring are discussed briefly. Measurement systems use portable monitoring systems or fixed data acquisition systems. Corrosion monitoring has at least four significant advantages.]]></description>
      <pubDate>Tue, 29 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482019</guid>
    </item>
    <item>
      <title>BANK BALANCE</title>
      <link>https://trid.trb.org/View/408128</link>
      <description><![CDATA[This article describes the found1.1 million project to strengthen the subways in Bank Undergound station, London, which were damaged by bombs in World War Two.  What were intended to be only temporary repairs were retained for 50 years.  However, a 1990 survey of the subways found severe corrosion of the steel troughs forming the original roof, and increasing ingress of water.  One section required immediate repair, and a 17t weight limit had to be put on roads above the roof.  The permanent repair project required complicated logistical planning, because the subways are below a very busy street junction.  Work was divided into eight sections, allowing all roads to be kept open in at least one direction throughout the repairs. Road closures have been relatively rare.  A major difficulty has been uncertainty about what complete demolition of the old structure will disclose.  Due to the very strict repair schedule, work has to be done fast.  The first step is to remove the corroded steel troughs, falsework and tiling that obscure the structural walls supporting the roof.  Visual inspection of the subway walls determines what remedial work, if any, is required.  Cracks in the walls must be repaired by drilling and stitching or resin injection.  A reinforced sill beam is cast on top of the brick, and provides a support for the new roof.]]></description>
      <pubDate>Thu, 28 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408128</guid>
    </item>
    <item>
      <title>REPAIR OF CHLORIDE-CONTAMINATED CONCRETE WALLS IN A TUNNEL</title>
      <link>https://trid.trb.org/View/379517</link>
      <description><![CDATA[Many concrete structures, especially in countries where de-icing salts are used, are suffering from chloride contamination.  The consequences are durability problems and increasing maintenance and repair costs. In order to solve some of these problems the Danish Road Directorate is testing remedial measures on concrete walls in a road tunnel.  The measures include replacement of deteriorated concrete by new concrete, cathodic protection by a conducting coating and chloride extraction. The object of the tests is to help in choosing the most suitable time and the most appropriate method for carrying out repair work, as well as to determine the required extent of such repairs.  (A) For the covering abstract of the conference see IRRD 858334.  The French title of this paper is:- Reparation de murs en beton de tunnels endommages par des chlorides.  The German title of this paper is:- Sanierung von chlorid-geschaedigten Betonwaenden in einem Strassentunnel.]]></description>
      <pubDate>Fri, 24 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/379517</guid>
    </item>
    <item>
      <title>REPORT ON THE DAMAGING EFFECTS OF WATER ON TUNNELS DURING THEIR WORKING LIFE</title>
      <link>https://trid.trb.org/View/364676</link>
      <description><![CDATA[This official report of the International Tunnelling Association (ITA) deals with the adverse effects of water on tunnel structures during their working life (that is, following completion of construction).  The report describes problems and damage caused by water, and discusses various repair methods applicable to different types of building materials and structures.  It discusses matters for consideration in designing, construction and operating tunnels, and identifies matters for further consideration. The report includes 48 case histories of tunnels, submitted from 12 countries.  Information on each case history includes: location and date of construction of tunnel; description of dimensions and shape; nature of lining; geological and hydrological conditions; nature of in flow; effects on structure of tunnel; effects on installations in tunnel; methods of repair; and bibliographical references to related work. (TRRL)]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364676</guid>
    </item>
    <item>
      <title>STATIC UPGRADING OF THE LINING OF THE BARGAGLI-FERRIERE TUNNEL</title>
      <link>https://trid.trb.org/View/313176</link>
      <description><![CDATA[This article deals with the leakage of water inside road tunnels due to the ageing and deterioration of concrete linings, frequently resulting in detachment from the rock face.  Special reference is made to the bernold system used in the repair and strengthening of the lining of the bargagli-ferriere tunnel on state highway ss225, Fontanabuona, Italy.  The system is essentially a self-supporting metal lining consisting of double t arch sections positioned at 1.25 m intervals and rigid ribbed panels, filled under pressure with a concrete mixture, producing a lining 30 cm thick.  Reductions in construction time, costs and the number of anchor bolts are claimed for the system.  In addition it allows for the continuance of traffic, though signal controlled.  (TRRL)]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
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