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    <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" />
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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Dual-state safety assessment of high-speed railway bridges using velocity-related spectral intensity under seismic and post-seismic conditions</title>
      <link>https://trid.trb.org/View/2688721</link>
      <description><![CDATA[Current seismic safety evaluations for high-speed railway (HSR) bridges primarily emphasize co-seismic excitation, while the operational risks associated with residual track irregularities after earthquakes remain insufficiently quantified. This study applies the velocity-related spectral intensity (VSI) index to enable dual-state (co-seismic and post-seismic) safety evaluation of train–bridge coupled (TBC) systems. A simulation matrix of 280 scenarios is established to span multiple near-fault ground-motion intensities and a broad range of train speeds. Post-seismic residual irregularities are reconstructed by considering earthquake-induced structural deformation and bearing degradation, and are incorporated into a consistent TBC systems. VSI is then used to characterize system responses under both transient inertial excitation and residual geometry-driven input, providing a unified response-based measure that reflects speed-dependent dynamic amplification across the two states. Relative to conventional running safety metrics (e.g., derailment coefficient and lateral displacement), VSI exhibits stronger correspondence with the underlying response mechanisms during earthquakes and preserves reliable directional trends in post-seismic conditions. Statistical analyses further indicate robust cross-state consistency and reveal clear speed-dependent patterns in VSI variation. These findings support the use of VSI as a consistent indicator for dual-state safety evaluation and offer quantitative insights into post-earthquake running safety of HSR bridges under residual irregularities.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688721</guid>
    </item>
    <item>
      <title>Seismic performance of T-shaped steel reinforced concrete beams with cantilever splicing in large-span high-speed railway stations</title>
      <link>https://trid.trb.org/View/2688717</link>
      <description><![CDATA[The beam-column joint with cantilever beam splicing is one of the widely used joint forms in steel reinforced concrete (SRC) frame structures. In this configuration, the cantilevered beams are welded to the columns in the factory, while the splicing to intermediate beam sections is performed on-site. To investigate the seismic performance of T-shaped SRC beams with cantilever splicing, quasi-static tests were conducted on seven T-shaped SRC beams with a scale ratio of 1/4. The test parameters included the splicing position, the flange plate thickness, the flange plate width, and the reinforcement ratio in the flange plate. Test results showed that all specimens exhibited flexural failure at the beam root. The bearing capacity of SRC beams was minimally affected by steel splicing. As the splicing position moved outward, the bearing capacity decreased with a reduction amplitude of less than 10%. Compared with the specimen without flanges, increasing the flange plate width enhanced the bearing capacity of the specimens by more than 15% and significantly augmented the stiffness of the beams, indicating that the composite action of the floor slab considerably improves both the bearing capacity and stiffness of the SRC beams. Reducing the flange plate thickness resulted in a slight increase in negative bearing capacity. Finite element simulations were employed to determine the optimal range for the splicing position and to assess the feasibility of reducing the web splice plate thickness. Finally, formulas for flexural bearing capacity of T-shaped SRC beams were derived.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688717</guid>
    </item>
    <item>
      <title>Efficient model updating and optimization for spring-viscous damper bearings in train-induced vibration control of isolated frames</title>
      <link>https://trid.trb.org/View/2688702</link>
      <description><![CDATA[This study presents an integrated framework for predicting metro-induced vibrations in base-isolated frame structures and optimizing the design of isolation bearings. A two-dimensional mathematical model is developed for a frame structure isolated by bearings that combine elastic springs with viscous dampers. The model employs a fractional-derivative Maxwell formulation to capture the broad-frequency dynamic characteristics of the bearings. Compared to the finite element method, the proposed model achieves significantly higher computational efficiency while maintaining high predictive accuracy, thereby providing a reliable foundation for subsequent model updating and optimization. A decoupled model-updating scheme based on the NSGA-II algorithm is introduced, which robustly identifies key system parameters and exhibits strong resilience to measurement noise. Field tests conducted on a single-bay, two-storey reinforced concrete frame structure experimentally validate the effectiveness and practicality of the proposed framework. Furthermore, the design of bearing parameters is formulated as a multi-objective optimization problem that simultaneously addresses low-frequency transmissibility, high-frequency transmissibility, and static bearing displacement. Through multi-objective optimization, the isolated frame achieved 8–22 dB greater attenuation in the high-frequency range compared to the original bearing design. In addition, static displacement was reduced by 51.4% relative to a bearing design optimized solely for high-frequency vibration control. This research provides essential technical support for the application of isolation bearings, thereby contributing to improved vibration comfort in buildings located near metro lines.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688702</guid>
    </item>
    <item>
      <title>Bridge surface damage detection with structural context via boundary-aware component segmentation</title>
      <link>https://trid.trb.org/View/2688699</link>
      <description><![CDATA[Surface damage detection is a fundamental task in automated bridge inspection. However, conventional methods typically focus on pixel or region level detection without identifying the structural components where the damage occurs, limiting their usefulness for downstream structural assessment and maintenance decision-making. To address this limitation, this paper proposes a structurally-informed surface damage detection approach that incorporates bridge component semantics into the damage detection process. A novel bridge component segmentation network (BC-SegNet) model is proposed, which features advanced modules to jointly leverage semantic and boundary information for efficient feature extraction and precise component recognition. To support this task, a new BridgeComponent dataset is developed using onsite inspection images with complex backgrounds, offering detailed pixel-wise annotations for eight typical bridge component categories. Additionally, a bridge component data augmentation (BC-A) process is introduced, simulating real-world inspection conditions with carefully tuned parameters to improve model robustness. Experimental validations demonstrate that the proposed BC-SegNet, when combined with BC-A strategy, achieves state-of-the-art performance with a maximum mean Intersection over Union (mIoU) of 91.95%. By explicitly associating surface damage with specific structural components, the proposed approach enables more semantically meaningful and actionable damage detection, offering significant potential for intelligent and component-aware bridge inspection.]]></description>
      <pubDate>Wed, 15 Jul 2026 09:23:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2688699</guid>
    </item>
    <item>
      <title>Numerical investigation of non-corrodible bridge deck incorporating Y-shape GFRP stay-in-place structural formwork</title>
      <link>https://trid.trb.org/View/2685150</link>
      <description><![CDATA[This study numerically investigates and optimises a non-corrodible concrete bridge deck system incorporating pultruded Y-shaped glass fibre-reinforced polymer (GFRP) stay-in-place (SIP) formwork. A comprehensive 3D nonlinear finite-element (FE) model was developed in ABAQUS/CAE, calibrated using the concrete damage plasticity model (optimal dilation angle ψ = 42°), and used to conduct a detailed parametric study on the effects of concrete strength, stiffener spacing, and stiffener thickness. The results demonstrate that concrete strength has a negligible influence on stiffness and failure mode but affects capacity, with reductions from 34 MPa to 20 MPa lowering cracking and peak loads by 16% and 14%, respectively. Stiffener spacing directly governs damage mode and post-peak response; reducing spacing from 80 mm to 50 mm improved ductility and increased peak load by 6%, while increasing spacing to 110 mm reduced capacity by 5%, indicating that the 80 mm spacing is not only structurally effective but also a cost-efficient configuration. Stiffener’s thickness showed a plateauing effect on the peak strength, with a 25% reduction improved material efficiency at the expense of 7% lower capacity, whereas a 50% reduction triggered brittle collapse without further peak-load loss. These findings provide quantitative guidance for the design of durable, efficient GFRP SIP bridge decks to accelerate resilient bridge deck design.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685150</guid>
    </item>
    <item>
      <title>Strong vibration signal reconstruction of long-span bridges based on distributed optical fiber acoustic sensing</title>
      <link>https://trid.trb.org/View/2685144</link>
      <description><![CDATA[The dynamic response monitoring of long-span bridges during strong vibrations is significant for bridge health monitoring. An effective method to measure the distributed vibration of a long-span bridge is the distributed optical fiber acoustic sensing (DAS) technique, which measures the optical phase and can acquire vibration signals of numerous sensing points. However, conventional demodulation results in severe signal distortion as the amplitude of strong vibrations exceeds the restriction of unwrapping algorithm. Hence, damage-sensitive parameters like mode shapes cannot be extracted. In this study, we propose a strong vibration signal reconstruction algorithm for DAS systems, which makes full use of bridge dynamics principles and the information from reference sensors. The algorithm extracts intrinsic mode functions from reference sensors and builds normalized modal coordinate functions to reconstruct optical phase signals based on the strain-to-phase transformation. Multi-parameter optimization is employed to determine the amplitudes and phases of each mode. A vibration experiment was conducted on a scaled model of a real sea-crossing cable-stayed bridge. The heavy hammer-induced vibration waveforms of 25 sensing points on the deck could be reconstructed with a 0.25 m measuring resolution. The maximum reconstructed strain in the experiment was 255.3 με. The first 6 bending strain mode shapes were extracted with an average consistent modal indicator of 87.15%. The average modal assurance criterion relative to fiber-Bragg-grating results was 0.9402, indicating significant consistency. This study contributes to the high-amplitude vibration measurement of long-span bridges, especially under severe loading conditions.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685144</guid>
    </item>
    <item>
      <title>Torsional behavior of semi-parallel wire cables under axial tension: An analytical algorithm</title>
      <link>https://trid.trb.org/View/2685133</link>
      <description><![CDATA[The coupled tension-torsion behavior of semi-parallel wire cables (SPWCs) is critical to the construction safety and in-service performance of cables and hangers in long-span bridges. Based on Costello’s elastic theory for wire ropes and Love’s theory for spatial curved rods, this study proposed an analytical model to characterize the coupled tension-torsion behavior of SPWCs and developed a corresponding solution algorithm. The model established the mechanical equilibrium equations for the wires by considering the bending moments, torques, shear forces, and axial forces. Moreover, the model accounted for the dynamic evolution of the helical wires’ lay angle and helix radius throughout the loading process. The reliability of the model was validated against experimental data and finite element (FE) simulation results. The effects of boundary conditions, initial lay angle, and the number of wire layers on the axial mechanical behavior of SPWCs were systematically investigated. The results indicated that the proposed model can accurately predict the elastic response of SPWCs under axial tension, with a mean absolute percentage error below 5% relative to FE and experimental results. Boundary conditions were identified as a dominant factor for the axial mechanical behavior of SPWCs. When torsionally restrained (AUTR), the SPWC’s mechanical behavior was equivalent to that of a solid steel rod, remaining insensitive to the initial lay angle and the number of wire layers. Conversely, under torsionally unrestrained conditions (AUTU), the significant tension-torsion coupling effect led to a nonlinear degradation in the axial stiffness of SPWCs. Compared with the AUTR condition, the SPWC exhibited a 29.2% reduction in its initial effective modulus under the AUTU condition. This degradation was further exacerbated by increased initial lay angle and the number of wire layers. As the initial lay angle was increased from 2° to 4°, the effective modulus of the SPWC was reduced by more than 16%. Expanding the total wire layers from 1 to 15 resulted in a 26.1% reduction in the initial effective modulus of the outermost layer.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685133</guid>
    </item>
    <item>
      <title>Vehicle loads identification on beam bridges via a genetic algorithm</title>
      <link>https://trid.trb.org/View/2685130</link>
      <description><![CDATA[Due to the increasing volume of freight traffic and the growing practice of structural monitoring for existing bridges, it has become crucial to exploit modal analysis to identify the magnitudes of axle loads and the frequency content of the structural response induced by vehicle crossings. In this paper, starting from the comparison between a simplified analytical model of the bridge and the relevant experimental responses, a multi-parameter identification method is proposed to identify the magnitude, the number, the axle distance, and the eccentricity of moving loads crossing the bridge. A bending-torsional beam model subjected to travelling loads characterized by non-uniform spacing and magnitudes, has been adopted to describe the bridge dynamics. The identification procedure is based on the Differential Evolution genetic algorithm. The proposed method is tested and validated using numerically simulated dynamic responses including the presence of noise. The main contribution of this work concerns the combined use of a beam model and the DE algorithm to identify heavy vehicle load distributions for skew road bridges.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685130</guid>
    </item>
    <item>
      <title>A UAV-deployable lightweight framework for real-time bridge crack detection via YOLO-LY algorithm</title>
      <link>https://trid.trb.org/View/2685124</link>
      <description><![CDATA[To address the inefficiency of manual visual inspections and the limited adaptability of the conventional methods in bridge defect assessment, this study proposes an intelligent Unmanned Aerial Vehicle (UAV)-deployable crack detection framework based on a lightweight You Only Look Once-Lightweight and Yield-optimized (YOLO-LY) algorithm. The proposed YOLO-LY algorithm introduces three core innovations to enhance its performance: a Linear Deformable Convolution (LDConv) module for adaptive geometric deformation modeling, a Cross-Scale Feature Fusion Module (CCFM) to improve multi-resolution feature integration, and a Dynamic Sampling (DySample) mechanism to optimize upsampling efficiency. To enable real-time deployment of the lightweight YOLO-LY algorithm on UAV platforms, a hierarchical asynchronous architecture with timestamp interpolation was designed, which achieves a 0.2% frame loss rate in high-definition video streams. Experimental results demonstrate that YOLO-LY outperforms baseline models by achieving 90.3% detection accuracy with 31.8% fewer parameters under the challenging conditions including illumination variance and partial occlusion. Furthermore, the field validation via UAV deployments demonstrated significant improvements in the cost-effectiveness, the operational efficiency and the enhanced detection reliability in large-span bridge evaluations.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685124</guid>
    </item>
    <item>
      <title>Aerodynamic control of galloping in lamp-attached stay cables using perforated fairing plates</title>
      <link>https://trid.trb.org/View/2685113</link>
      <description><![CDATA[Stay cables with rectangular lamp fixtures in urban bridges are susceptible to galloping instability. In this study, an alternative aerodynamic countermeasure, i.e., perforated fairing plates, is proposed to address the galloping issue. Wind tunnel experiments involving force and vibration measurements on sectional cable models are conducted to evaluate the galloping control from both quasi-steady and unsteady perspectives. The force measurements, together with quasi-steady analysis, show that the countermeasure eliminates the pronounced negative slope of the lift coefficient observed in the uncontrolled cable at attack angles of 14°–18°, and maintains the aerodynamic stability of the cable across all attack angles. The unsteady vibration measurements demonstrate that the countermeasure increases the critical galloping velocity of the cable at an unfavorable attack angle of 16° from 4.87 m/s to above 16.7 m/s. Moreover, simplified computational fluid dynamics (CFD) simulations are performed to visualize the flow characteristics, including streamlines, pressure fields, and vorticity. The results indicate that the flow pattern around the cable at larger attack angles appears to shift from an asymmetric one-sided to a pseudo-symmetric two-sided flow separation due to the countermeasure. Finally, parametric studies suggest a possible minimum size and an effective porosity range for the fairing plates.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685113</guid>
    </item>
    <item>
      <title>Transformer-based foundation models for assessing earthquake- and vehicle-induced damage in bridges</title>
      <link>https://trid.trb.org/View/2685156</link>
      <description><![CDATA[This study investigates the transformer-based foundation model, tabular prior-data fitted network (TabPFN), as a viable alternative to traditional boosting methods (extreme gradient boosting, light gradient boosting, and categorical boosting) in structural engineering. Boosting methods have demonstrated strong predictive performance for assessing the structural response of structures subjected to external loadings; however, they rely heavily on dataset-specific hyperparameter tuning and often lack transferability. In this work, TabPFN is applied to two representative tasks: (1) regression problem for the maximum curvature ductility estimation of bridge columns under earthquake loading, and (2) classification problem for the damage state identification of bridge columns under vehicle impact. Model performance is compared with boosting baselines through hold-out testing, 10-fold cross-validation, and statistical analysis on the statistical tests for algorithms comparison platform. The results demonstrate that TabPFN consistently matches or outperforms tuned boosting models across multiple error measures, while requiring no dataset-specific tuning and significantly reducing computational efforts. These findings highlight the potential of TabPFN as a robust and efficient predictive tool for structural engineering applications, particularly under conditions of limited data availability.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2685156</guid>
    </item>
    <item>
      <title>Punching shear behavior of UHPC panel in hot-rolled steel section-UHPC composite deck with steel strips</title>
      <link>https://trid.trb.org/View/2684544</link>
      <description><![CDATA[Concrete decks suffer from heavy self-weight and poor economic efficiency, while orthotropic steel decks (OSDs) commonly face fatigue cracking in steel structures and frequent damage to asphalt pavement. A composite deck system composed of hot-rolled steel sections (HRSSs) and ultra-high-performance concrete (UHPC) was proposed in this paper, with a short name as HUCD. HUCD offers advantages including low self-weight, high local stiffness, and reduced initial and life-cycle costs. Moreover, it minimizes welded details (a major source of fatigue cracks) to the greatest extent possible, suggesting that its fatigue performance is expected to be superior to that of conventional orthotropic steel bridge decks. The panel of HUCD is a thin UHPC slab with steel strips, which may be susceptible to punching shear failure under localized loads. Thus, twenty-one UHPC slabs were tested to study the effects of reinforcement ratio and steel strip spacing. All unreinforced slabs failed in flexure, while reinforced slabs failed in punching shear with reinforcement yielding. To prevent punching within the steel strips zone, the steel strip spacing should not exceed the side length of the loading plate plus 3.64 times the effective depth. Higher reinforcement ratios and smaller strip spacings improved the flexural and punching capacity. Increasing the reinforcement ratio from 0% to 3.76% raised the punching capacity by 55.0% for slabs with 200 mm strip spacing. Reducing the spacing from 300 mm to 200 mm increased the capacity by 23.3% in highly reinforced slabs. Furthermore, the applicability of 4 design codes was evaluated. The Japanese code JSCE-2008 showed the best agreement with test data, followed by the Chinese code JGJ/T 465–2019, with errors within ±20%. A parametric analysis based on JSCE-2008 indicated that slab depth, loading area size, and UHPC tensile strength significantly affect punching capacity, while compressive strength has negligible influence. The safety factor against punching shear in the proposed deck reached 3.64, confirming its structural reliability.]]></description>
      <pubDate>Wed, 01 Jul 2026 09:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684544</guid>
    </item>
    <item>
      <title>Hysteretic behavior of damage-controllable buckling-restrained energy-dissipation devices</title>
      <link>https://trid.trb.org/View/2684543</link>
      <description><![CDATA[To address the issues of local buckling and wall plate cracking in the plastic hinge regions of conventional steel bridge piers, a damage-controllable buckling-restrained energy-dissipation device (DC-BRED) was developed to enable controllable damage and rapid post-earthquake functional recovery. Low-cycle reciprocating loading tests were conducted on ten specimens to investigate their hysteretic behavior, failure modes, energy-dissipating capacity, and compressive strength adjustment factors. A refined finite element model was further established and validated against the experimental results. The results showed that DC-BREDs exhibited spindle-shaped hysteretic loops with excellent energy-dissipating capacity and stable tension-compression symmetry. Lateral restraint from the side plates effectively suppressed premature local buckling and activated multi-wave buckling of the core plates. The buckling-width ratio and the material of the energy-dissipating core plate are critical design parameters that govern the stability of multi-wave buckling and the overall seismic performance of DC-BREDs when subjected to large displacement demands. Additionally, the hysteretic response of the DC-BRED was fitted using the Bouc-Wen model, and the predicted results showed good agreement with the experimental data.]]></description>
      <pubDate>Wed, 01 Jul 2026 09:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684543</guid>
    </item>
    <item>
      <title>Seismic damage and time-dependent fragility assessment of non-uniformly corroded bridges subjected to short- and long-duration earthquakes</title>
      <link>https://trid.trb.org/View/2684537</link>
      <description><![CDATA[Offshore reinforced concrete (RC) bridges commonly suffer from chloride-induced corrosion and may experience long-duration ground motions during their lifespan. This study explores the impacts of earthquake duration and corrosion on the seismic damage and time-dependent fragility of an offshore RC bridge by employing realistic spectrally matched short and long duration ground motions. To this end, a time-dependent finite element model of the soil-bridge system is generated for different service periods, incorporating uncertainties in structural and geotechnical properties, along with non-uniform corrosion at both material and component levels. A composite damage indicator involving the maximum deformation-related strain damage and low-cycle fatigue cumulative damage is employed to evaluate the bridge seismic fragility. Analysis of the dynamic response shows that, although the strain damage is comparable under short and long duration seismic excitations, the total damage is significantly higher under long-duration case due to more pronounced low-cycle fatigue cumulative damage. Corrosion increases both strain and low-cycle fatigue damage, with a more substantial impact on cumulative seismic damage. Time-dependent fragility analysis indicates that the conventional single strain damage index may underestimate the seismic fragility of bridges under long-duration seismic excitations. As corrosion reduces seismic capacity and amplifies seismic demand, the seismic fragility intensifies with increasing bridge age. The combined influence of long duration and corrosion degradation considerably exacerbate the seismic fragility of bridge, and should be explicitly accounted for in the seismic design.]]></description>
      <pubDate>Wed, 01 Jul 2026 09:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684537</guid>
    </item>
    <item>
      <title>Optimization method for completed bridge configuration of spatially arranged cable-stayed bridges</title>
      <link>https://trid.trb.org/View/2684536</link>
      <description><![CDATA[Determination of an optimized final structural configuration of long-span cable-stayed bridges under their completed, self-weight conditions is a core issue governing their structural safety and economic efficiency. While spatially arranged cable-stayed bridges (SACSBs) offer superior stiffness and wind resistance, defining their completed bridge state is notably complex. This complexity is exacerbated when the main girder incorporates a longitudinal grade, which introduces significant geometric (P-Δ) nonlinear effects. Consequently, traditional analytical methods predicated on linear assumptions are inadequate for achieving precise computations. This paper proposes an optimized computational method for determining the optimized completed state of SACSBs, based on the rigidly supported continuous beam method, to overcome this limitation. This method establishes a coupled computational model incorporating spatial catenary elements and the rigidly supported continuous beam, accurately describing the spatial mechanical behavior of the stay cables. Furthermore, an efficient and stable iterative algorithm is proposed to address the P-Δ effects induced by the longitudinal grade. This algorithm cyclically updates the stay cable tensions and the support reactions of the rigidly supported continuous beam, thereby effectively resolving the limitation of conventional methods that neglect the influence of the horizontal component of cable forces. This process ensures the precise computation of the completed bridge state. Using the Sutong Yangtze River Highway Bridge as an engineering case study, the effectiveness and accuracy of this optimized method are validated through finite element analysis. In addition, compared with traditional methods, the proposed approach achieves an excellent balance between computational efficiency and accuracy. It provides a reliable theoretical tool for the precise form-finding of the completed state in SACSBs, holding significant value for engineering applications.]]></description>
      <pubDate>Wed, 01 Jul 2026 09:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684536</guid>
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