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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>Inerter dampers with linear hysteretic damping for cable vibration control</title>
      <link>https://trid.trb.org/View/1876756</link>
      <description><![CDATA[Long stay cables in cable-stayed bridges have low and close-spaced modal frequencies and are subjected to multimode vibrations, e.g., rain–wind vibrations and vortex-induced vibrations. Many types of dampers used in practice for cable vibration control can be described using a linear hysteretic damping model, e.g., high-damping rubber dampers and viscous-shear dampers. Such dampers are able to provide frequency-independent damping effects while the maximal achievable damping is limited due to their intrinsic stiffness effect. Therefore, this study investigates dampers with linear hysteretic damping enhanced by inerters for cable vibration control. A general inerter damper, consisting of a spring with complex stiffness and an inerter in parallel which is then connected to another inerter in series, is attached to a cable for dynamic analyses. Complex modal analysis is performed to appreciate cable damping. The optimal damping effect is discussed with reference to dynamic properties of the damper with respect to frequency, with comparison to the system of a cable with an inerter damper with viscous damping. It is found that two inerters, respectively in parallel and in series with a damper of linear hysteretic damping, can achieve a large improvement on multimode damping of a cable. The inertance of the inerter in series with the damper needs to be large for optimal performance while a small inertance of the other inerter is preferable. Furthermore, a case study based on a cable attached with a viscous-shear damper on the Sutong Bridge is conducted to show the feasibility of the inerter dampers.]]></description>
      <pubDate>Fri, 29 Oct 2021 15:40:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876756</guid>
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    <item>
      <title>Model uncertainty assessment for wave- and current-induced global response of a curved floating pontoon bridge</title>
      <link>https://trid.trb.org/View/1757500</link>
      <description><![CDATA[The present paper provides a comparison between the numerical and experimental response for a generic floating pontoon bridge structure, thereby also serving to quantify the inherent uncertainties associated with both types of models. The numerical model is updated based on an initial comparison of static response and modal properties. The natural frequencies of the hydro-elastic model are calculated by also accounting for the frequency-dependent added mass of the pontoons. The model is then used to compare with the experiments for wave- and current-induced responses. The numerical model is subsequently applied for the purpose of quantifying the effect of uncertainties in the experimental model properties and setup. A clear description of the model details is given for reproducibility and experimental data is made available for future references.The computer program used to create the numerical model has previously been validated for a wide range of different offshore structures, but such an assessment has not been made in connection with application to floating bridges. The objective of the present paper is accordingly to contribute to an improved understanding of hydro-elastic modelling capabilities e.g. in connection with future hybrid testing of such bridges that are characterised by significantly extended span-lengths.]]></description>
      <pubDate>Fri, 19 Feb 2021 14:03:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1757500</guid>
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    <item>
      <title>Construction Technology of Environmental Sustainable Shore and Harbor Structures Using Stacked Geotextile Tube</title>
      <link>https://trid.trb.org/View/1446264</link>
      <description><![CDATA[The stacked geotextile structure is being increased as a structure for protecting beach line and as a structure for the purpose of solving environmental problem as well a dike. Three types of the geotextile tube were proposed to satisfy the desired crest height, structure for is being increased as a stand their stability against external forces was analyzed at each of the cross sections of the stacked geotextile tubes. The considered external forces were wave force, tidal force and lateral earth pressure by reclamation. Also, various field monitoring instrumentations (strain gauge, earth pressure cell, pore pressure measurement, inclinometer) were installed at a representative geotextile tube section. The behavior of a stacked geotextile tube was analyzed using field monitoring results, such as the tube structure settlement, the vertical soil pressure at the bottom of the tube, the lateral earth pressure, the surface strain of the geotextile tube, during and after construction. The analysis results showed that the stacked geotextile tube had external and internal stability. The seepage analysis showed that ground seepage was steady during monitoring. Therefore, when a temporary dike structure with a filling material is constructed, not only should its structural stability be considered, but also its height reduction due to settlement by low - pressure filling, scouring by high-velocity tides, and fine material loss by water flow. In this study, the experimental results of the behavior of stacked geotextile tubes are confirmed using a numerical method. Thus, by analyzing the behavior of stacked geotextile tubes at a coastal area by a numerical method such as FLAC, we can improve the geotextile tube technology for safe construction of structures at a shore.]]></description>
      <pubDate>Mon, 27 Feb 2017 09:38:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1446264</guid>
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      <title>Coasts, Marine Structures and Breakwaters. Adapting to Change</title>
      <link>https://trid.trb.org/View/1138567</link>
      <description><![CDATA[These conferences, sponsored by the Institution of Civil Engineers for more than 25 years, discuss the state of the art in analysis, design and construction of breakwaters and other types of coastal structures, including interactions between coastlines and structures, and vice versa. This 9th conference has continued to reflect more generally holistic approaches to the use of coastal structures, with strong emphases on the wider influences on design, construction and use. This now includes the use of nearshore structures to extract wave or tidal stream power, as well as structures to protect coastlines or harbors. It was therefore particularly appropriate that this conference was opened by Jim Mather MSP (Minister for Energy in the Scottish Government), assisted by Phil Gilmore (Marine Scotland) and Paul Jowitt (ICE President-Elect). For the first time in Edinburgh, the 9th Breakwaters & Coastal Structures conference has substantially expanded the number and coverage of papers, and has added a local innovation in the conference “fringe” – a set of rapid-fire papers on developing issues, current projects and research of specialist interest. With 113 main session papers, supplemented by 15 fringe papers, this conference was 2½ times larger than before, the major expansion being in the design and performance of near-coast renewable energy devices, structure foundations, and wider issues associated with managing shorelines. There have been many conferences on methods to extract marine energy, but this event has brought together device developers and the engineers who must design, construct and maintain the infrastructure to support those devices.]]></description>
      <pubDate>Wed, 16 May 2012 15:08:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1138567</guid>
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    <item>
      <title>Selection of a Design Wave Height for Coastal Engineering</title>
      <link>https://trid.trb.org/View/789913</link>
      <description><![CDATA[This chapter reviews the most commonly used distribution functions for external wave analysis to estimate the sea state at extended return periods.  Distribution functions included are the Fisher-Tippett Types I and II and the Weibull distribution.  Methods of determining the distribution function providing the best fit to a given data set are included.  Sources of data, selection of storm events within the data set, and final selection of a design wave height are discussed.]]></description>
      <pubDate>Mon, 25 Sep 2006 15:48:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/789913</guid>
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    <item>
      <title>BEDROCK DEPTH AND SEISMIC VELOCITY ESTIMATES AT SRBA TRAINING SITES IN COMAL, HAMILTON, PECOS, TAYLOR, AND TRAVIS COUNTIES, TEXAS</title>
      <link>https://trid.trb.org/View/753759</link>
      <description><![CDATA[During training exercises for TxDOT staff, seismic refraction data were acquired at seven sites in six TxDOT districts using the prototype Seismic Refraction Bedrock Analyzer (SRBA). These data were acquired in a variety of settings that included bedrock depths ranging from a few tens of centimeters to more than 6 meters and bedrock types of sandstone, limestone, and mudstone. Analysis of the data consisted of analyzing first seismic arrivals, attributing the arrivals to a direct wave traveling in the fill below the pavement and a more rapidly propagating wave that is critically refracted along the underlying bedrock surface, and creating seismic velocity models that match the observed first arrivals and allow seismic velocities and bedrock depths to be estimated. SRBA data were acquired on U.S. 281 in the San Antonio district, I-10 in the Midland district, U.S. 84 in the Abilene district, U.S. 290 in the Austin district, U.S. 190 in the Brownwood district, and S.H. 36 in the Waco district. Compressional wave velocities measured in layer 1 and interpreted to represent compacted fill between pavement and bedrock ranged from 551 m/s to 1117 m/s. Compressional wave velocities measured in layer 2 and interpreted to represent bedrock ranged from 1079 m/s in sandstone to 2964 m/s in limestone. Estimated depths to layer 2, interpreted to approximate bedrock depth, ranged from 0.33 m to 6.46 m. Depths to bedrock deeper than 6 m cannot be reliably estimated using the SRBA in its current configuration. The SRBA prototype was easy to deploy, acquired data sufficient for shallow refraction analysis in a few minutes, and was used to produce reasonably accurate estimates of bedrock depth and seismic velocity in bedrock and overlying layers. Further near-term development should include integration of first arrival picking and refraction analysis. Longer-term development might include full integration of data acquisition, first break picking, and refraction analysis in a custom software environment. These improvements would shorten the time required to estimate bedrock depth from an hour or more to near real-time.]]></description>
      <pubDate>Mon, 28 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/753759</guid>
    </item>
    <item>
      <title>A STUDY OF THE FEASIBILITY OF COMPACTING UNBOUND GRADED AGGREGATE BASE COURSES IN THICKER LIFTS THAN PRESENTLY ALLOWED BY STATE DEPARTMENTS OF TRANSPORTATION</title>
      <link>https://trid.trb.org/View/702892</link>
      <description><![CDATA[A study was conducted to evaluate the feasibility of compacting unbound aggregates base courses in thicker lifts than currently permitted by state departments of transportation (DOTs).  At present, the majority of states allow a maximum lift thickness of 8 inches or less.  This project constructed and tested full-scale test sections using a variety of materials types. Two test pads were constructed in an aggregate quarry in Texas utilizing crushed limestone, and three crushed granite test sections were built as part of a road widening project in Georgia.  Single-lift thickness varied from 6 inches to 21 inches.  Moisture contents and densities were evaluated using the Nuclear Density Gauge (NDG).  Nondestructive seismic testing, using the Spectral-Analysis-of-Surface-Waves (SASW) techniques, was used to evaluate stiffness profiles within the compacted lifts.  Results showed that compaction targets could be attained for lifts up to 21 inches thick.  Density and stiffness results for 13-inch thick lifts in the Georgia tests were equal to, or better than, the results for the base place in two lifts, a 7-inch lift follow by a 6-inch lift.  Higher moisture contents during compaction yielded lower shear wave velocity and Young's modulus values. Seismic results show that the upper 3 inches of the final test pads had lower stiffness values, presumably from lower effective stresses near the surface and possibly from some disturbance caused by the compaction equipment.  This zone of lower stiffness and slightly less compaction is less evident in the density measurements.]]></description>
      <pubDate>Mon, 26 Jul 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/702892</guid>
    </item>
    <item>
      <title>INCREASED SINGLE-LIFT THICKNESSES FOR UNBOUND AGGREGATE BASE COURSES</title>
      <link>https://trid.trb.org/View/702887</link>
      <description><![CDATA[A study was conducted to evaluate the feasibility of compacting unbound aggregate base courses in thicker lifts than currently permitted by state departments of transportation (DOTs).  At present, the majority of states allow a maximum lift thickness of 8 inches or less.  This project constructed and tested full-scale test sections using a variety of material types.  Two test pads were constructed in an aggregate quarry in Texas utilizing crushed limestone.  Three crushed granite test sections were built as part of a gravel production facility near Memphis, Tennessee.  Single-lift thicknesses varied from 6 inches to 21 inches.  Moisture contents and densities were evaluated using the Nuclear Density Gauge (NDG).  Nondestructive seismic testing, using the Spectral-Analysis-of-Surface-Waves (SASW) technique, was used to evaluate stiffness profiles within the compacted lifts.  Cyclic plate load tests were accomplished by means of the Rolling Dynamic Deflectometer (RDD), modified for this static application.  Results showed that compaction targets could be attained for lifts up to 21 inches thick. Density and stiffness results for 13-inch thick lifts in the Georgia tests were equal to, or better than, the results for the base placed in two lifts, a 7-inch lift followed by a 6-inch lift.  Higher moisture contents during compaction yielded lower shear wave velocity and Young's modulus values.  Seismic results show that the upper 3 inches of the final test pads had lower stiffness values, presumably from lower effective stresses near the surface and possibly from some disturbance caused by the compaction equipment.  This zone of lower stiffness and slightly less compaction is less evident in the density measurements.]]></description>
      <pubDate>Sun, 25 Jul 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/702887</guid>
    </item>
    <item>
      <title>SHALLOW WAVE PROPAGATION IN OPEN CHANNEL FLOW</title>
      <link>https://trid.trb.org/View/71957</link>
      <description><![CDATA[The propagation characteristics of various types of shallow water waves in open channel flow are calculated on the basis of linear stability theory.  The celerity and attenuation functions of kinematic, diffusion, convective dynamic, dynamic and gravity waves, are derived.  For the most general case, i.e., the dynamic wave model, the propagation characteristics are expressed as a function of the steady uniform flow Froude number and the dimensionless wave number of the unsteady component of the motion.  For the dynamic model, the wave number spectrum is divided into three bands: (1) A gravity band corresponding to large wave number, where the wave celerity is the gravity wave celerity; (2) a kinematic band corresponding to a small wave number where the wave celerity is the kinematic wave celerity; and (3) a dynamic band corresponding to mis-spectrum values of the wave number, where the wave celerity falls between the gravity and kinematic celerity values.  /Author/]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71957</guid>
    </item>
    <item>
      <title>CONCRETE ARMOR UNITS FOR COASTAL STRUCTURES</title>
      <link>https://trid.trb.org/View/2413</link>
      <description><![CDATA[Coastal structures subjected to large breaking waves require the use of specially designed concrete shapes to maintain the integrity of the structure.  Stones large enough to function properly are generally not available when the design wave exceeds about 9 meters (30 feet).  In other cases of smaller attacking waves, concrete shapes may be competitive with natural stone from a cost standpoint.  The designer is faced with many decisions along the path to selection of an armor unit, its detailed shape and necessary size.  Collectively the units must be capable of maintaining the structures integrity when resisting the brunt of the sea by dissipating the storm wave's energy. Singly, or in harmony with adjacent units, the shapes must have the strength to remain intact and the mass to resist damaging movement.  Experience has been gained in many countries with armor units of varying shapes.  Design has been guided by use of physical models and by analysis of prototype installations.  Formalized guidance to U.S. designers of coastal structures is being prepared by a special ad hoc committee of the U.S. Army Corps of Engineers using existing world-wide experience with concrete armor units.  Considerations include selection armor units (stone vs. concrete), types of units available and their characteristics, hydraulics of armor units (coefficients), structural design of individual armor units (dimensions and reinforcing), specific weight of concrete (light and heavy weight), design of cross section (shape, extent of cover and number of layers), need for model studies and construction problems (forming, stripping, transporting and placing.)]]></description>
      <pubDate>Tue, 28 Mar 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2413</guid>
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