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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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      <title>Serreria Bridge: a Calatrava-designed cable stay bridge in Valencia, Spain</title>
      <link>https://trid.trb.org/View/1152255</link>
      <description><![CDATA[Located in the south of Valencia, the City of Arts and Sciences is made famous by the designs of architect Santiago Calatrava and has become one of the most interesting points of the city.  In the middle of this site featuring many of Calatrava's bridges and buildings, Puente Serreria rises with its 126m pylon height as the highest point of the City.  Puente Serreria, also known as L'Assud de l'Or, is a stay cable bridge comprising a steel pylon and deck, with a 155m long main span.  The backward-inclined steel pylon towers above the bridge and supports 29 front cable stays comprising between 31 and 61 strands and the 4 back stays with 85 strands each, support more than 1,800 tonnes of steel used for the bridge deck.  The bridge features the new BBR HiAm CONA stay cable system where each strand is individually guided and sealed leak tight. All anchorage components of the BBR HiAm CONA have been designed for a stress ranges greater 300 MPa.  The stays are furthermore equipped with the advanced BBR Square Damper system to prevent stay cable vibration.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152255</guid>
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      <title>Design and designers [structural engineering]</title>
      <link>https://trid.trb.org/View/1152254</link>
      <description><![CDATA[Engineers have lost a great part of their influence on large projects, and even bridge design - the essence of structural engineering - is more and more attributed to architects.  In this situation it is important to remind what is the real field of structural engineering, and to show that progress and architectural achievements in this field are due to great engineers who also were frequently great characters.  This paper, revised and adapted for the Dundee conference, gives a special attention to concrete constructions and to the designers who pioneered and created in this domain.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152254</guid>
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      <title>Design and construction of Awatere road and rail bridges</title>
      <link>https://trid.trb.org/View/1152253</link>
      <description><![CDATA[The existing historic 2-storey 300m-long bridge carried both SIMT rail traffic and SH1 road traffic over the Awatere River on upper and lower decks respectively.  Recent replacement of the traffic function of the existing bridge involved construction of a new traffic bridge over the river, a new rail over road bridge, and approximately 3km of approach highway, all constructed in a live road and rail traffic corridors.  The new 10-span road bridge makes extensive use of modular precast components, and limits bearing and expansion joint location to the abutments.  The new rail bridge was built off-line in two parts and slid into position from opposing sides of the track.  The project successfully achieved technical, budget and programme objectives.  Design and construction issues are discussed.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152253</guid>
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      <title>Design of two incrementally launched bridges on the Coopernook to Herons Creek section of the Pacific Highway</title>
      <link>https://trid.trb.org/View/1152252</link>
      <description><![CDATA[The Coopernook to Herons Creek Alliance was formed with the New South Wales Roads and Traffic Authority (RTA), Parsons Brinckerhoff and Thiess Contractors to design and construct the upgrade of 32.7 km of the Pacific Highway to dual carriageway between Coopernook and Herons Creek on the NSW Mid-North Coast.  The upgrade works involved the construction of fifteen new bridges, including two major river crossings over the Stewarts River and the Camden Haven River, which will duplicate the existing bridges.  This paper discusses the site and environmental constraints, the options considered, the challenges encountered and describes the solution adopted for the Stewarts River and Camden Haven bridges.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152252</guid>
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      <title>Pheasants Nest bridges: 12 years after prestress retrofitting</title>
      <link>https://trid.trb.org/View/1152251</link>
      <description><![CDATA[The Twin Bridges over the Nepean River at Pheasants Nest were constructed in 1980 by the balanced cantilever method.  The bridges are fixed at both abutments and have expansion joints in the middle of the central main span.  The expansion joints have been sagging since the completion of bridge construction.  Additional prestress was applied both in 1983 and in 1996 which partially corrected the sag.  In February 2008, it was noticed that the high tensile anchor bars that fixed the bridge deck to the southern abutment of the southbound bridge had failed.  The failure of the anchor bars presented an opportunity to analyse the bridges for the long-term effects of creep and shrinkage together with the effects of prestress applied at various stages.  The actual deflections of the expansion joints, which have been monitored on a yearly basis since the bridges were constructed, were compared with those predicted from the bridge analyses.  In 2008, concrete temperature readings of the southbound bridge were recorded to assess thermal effects.  This paper presents the findings of the above analyses, compares the results of the analyses with field observations and discusses the likely causes of the failure of the abutment anchor bars.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152251</guid>
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      <title>West Gate Bridge strengthening</title>
      <link>https://trid.trb.org/View/1152250</link>
      <description><![CDATA[The 2600 m long West Gate Bridge, first opened to traffic in 1978, is one of Australia's most important transport infrastructure assets.  It includes an 850 m long cable stayed steel box girder central portion over the Yarra River and segmental prestressed concrete box girder approach viaducts of 670m and 870m long on the western and eastern sides respectively.  The West Gate Bridge Strengthening Alliance was formed to undertake all work and improvements relating to a proposed upgrade of the bridge's capacity.  In addition, the bridge's performance in relation to carrying existing traffic was to be investigated.  This paper presents a summary of the investigation and monitoring work that was conducted in the lead up to the formation of the Alliance and the subsequent detailed assessment work the Alliance has undertaken.  An important feature of the assessment is the development of Bridge Specific Assessment Criteria, including specific loading models based on measured data collected using weigh-in-motion equipment installed on the bridge.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152250</guid>
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      <title>Computer models developed for the strengthening of the approach viaducts of the Westgate Bridge</title>
      <link>https://trid.trb.org/View/1152249</link>
      <description><![CDATA[For the purpose of planning and optimising the strengthening works on the concrete bridge components of the Westgate Bridge in Melbourne, various detailed analyses and checks using numerical models have been performed. Computer models were developed to incorporate the various stages of these bridges during their life time and checks were performed in accordance with ABDC1 and AS 51002 design codes in order to establish the structural adequacy of the bridge.  In addition, a Bridge Specific Assessment of Live Load (BSALL) incorporating local traffic weigh in motion (WIM) data was developed for the project.  The numerical 3-dimensional finite element models developed included global models of the sub- and super-structure with localised sections modelled in greater detail.  A comprehensive representation of the 4th dimension of time, and the associated effects considering the history of the bridge, integrating the construction sequence and all previous strengthening measures was also included.  This paper will also report on the methodology of various strengthening concepts that were developed and tested using these models.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152249</guid>
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      <title>Te Wero Bridge: creating and developing the design</title>
      <link>https://trid.trb.org/View/1152248</link>
      <description><![CDATA[Bridge projects such as Te Wero provide opportunities to create instantly recognisable symbols of particular cities, and great bridges are elegant and distinctive enough to evoke wonder and create an attraction in their own right.  A key objective for the Te Wero project is to exploit modern technologies and techniques to reflect Auckland's passion for innovation.  This paper considers the function and visual aspects of the project, its form and image, together with consideration of materials, design and construction issues that led to the final bridge design.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152248</guid>
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      <title>New Zealand Transport Agency Bridge Manual: recent amendment for seismic resistant design, and future directions</title>
      <link>https://trid.trb.org/View/1152247</link>
      <description><![CDATA[In December 2004, Transit New Zealand issued a provisional amendment to the Bridge Manual introducing revised earthquake loading and concrete durability requirements.  Dramatically different draft requirements proposed for the New Zealand Standards NZS 1170.5 and NZS 3101, undergoing revision but with finalisation having become protracted, had undermined the credibility of the previously existing Bridge Manual requirements.  Since then, both revised New Zealand Standards have been published, and a detailed review undertaken of the Bridge Manual seismic design requirement.  A Land Transport NZ research project: "Review of AS 5100 Australian Bridge Design Code with a View to Adoption" has been concluded, and a number of design and construct projects have been tendered.  A number of issues have been identified from these that need to be addressed.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152247</guid>
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    <item>
      <title>Design and construction of Dean Street Bridge, Albury</title>
      <link>https://trid.trb.org/View/1152246</link>
      <description><![CDATA[Sinclair Knight Merz was engaged by Abigroup in 2005 to undertake the road and infrastructure design of the Albury-Wodonga Hume Freeway Project for the Roads and Traffic Authority of NSW.  The 17.4km section of road links the Hume Freeway at Wodonga with the existing Hume Highway at Ettamogah.  The brief for SKM's Sydney Bridge Group included the detailed design of seventeen road, pedestrian and railway bridges of which one bridge in particular was to be a statement structure for the City of Albury.  This was a 134m long pedestrian bridge which spans across the Great Southern Railway Lines and the new Hume Freeway to link Dean Street with the East Albury Cycleway, thereby linking the Albury CBD with the community on the eastern side of the Freeway.  The bridge has two 67m spans with a central pier between the rail and freeway corridors.  Given the span lengths of the bridge and the intention to create a landmark structure at the eastern end of the main street of Albury it was agreed with the RTA during the post-tender discussions that the pedestrian bridge should be a cable stayed structure.  The design included the provision of: a span configuration to accommodate the site topography, foundation materials and design constraints for the rail and freeway corridors; aesthetic qualities consistent with an iconic structure; close liaison with Abigroup to achieve a detailed erection procedure satisfying all design, constructability, and risk issues; investigation of the dynamic response of the cable-stayed structure to vertical and lateral pedestrian excitation employing non-linear transient dynamic analyses on Strand7 software in accordance with AS5100.2 guidelines; a construction sequencing analysis using Strand7, with independent confirmation using Microstran.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152246</guid>
    </item>
    <item>
      <title>Griffith University cable stayed pedestrian bridge</title>
      <link>https://trid.trb.org/View/1152245</link>
      <description><![CDATA[The Griffith University Gold Coast Campus is situated on the northern side of the Smith Street Motorway, approximately 3 kilometres to the west of Southport.  A pedestrian link was required to a new student accommodation centre and planned expansion of the University on the Southern side of the Motorway.  The University wanted the link to be an iconic bridge structure to promote the University to passing traffic.  A 96m long cable stayed bridge was completed in January 2007 to meet the University's needs.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152245</guid>
    </item>
    <item>
      <title>Analysis and design of arch structures for the Oman Southern Expressway</title>
      <link>https://trid.trb.org/View/1152244</link>
      <description><![CDATA[This paper describes the analysis and design of a number of large precast buried arch structures for The Oman Southern Expressway, which is currently under construction.  The arches are of 15 and 20 metres span, under embankments of up to 35 metres height.  The fill height is substantially greater than for any previous buried arch structures of this size.  A number of design challenges were encountered on this project: Analysis and design of the arch profile to minimise bending moments and shear forces in the structure under very high soil loads; Design and detailing of skewed structures for asymmetric loads; Design of raft foundations for very high imposed loads; Analysis and design of double arch structures.  The paper describes the analysis procedures employed on this project, and the design features required to support the high imposed loads.  These included the use of a funicular arch profile and a raft cross section of varying depth.  The paper compares the design actions in the actual structure with alternative designs, and makes recommendations for the design of arch structures under very high fills.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152244</guid>
    </item>
    <item>
      <title>Load testing and assessment of Morell Bridge across the Yarra River</title>
      <link>https://trid.trb.org/View/1152243</link>
      <description><![CDATA[Morell Bridge, a significant engineering and historical landmark, was completed in 1899 and is one of four Yarra Bridges on the Victorian Heritage Register.  This was also the first reinforced concrete bridge to be built in Victoria.  The bridge is currently used by pedestrians and cyclists and provides a connection between the shared paths on the north and south banks of the Yarra River at this location.  The structure comprises three earth filled reinforced concrete arches.  Each arch spans approximately 30m with a rise of approximately 3.6m.  Each arch is comprised of three separate bands of approximately equal width to create a total width of approximately 9.3m.  On behalf of Melbourne City Council, Aurecon carried out a load test of the bridge, calibrated the load test results with the analytical model and then undertook the structural assessment of the bridge with a view to establishing load limits for the bridge.  For the structural assessment, a three dimensional finite element model was developed to simulate the bridge.  The model was created featuring elements that represent the concrete arches, spandrel beams, soil fill and the restraints provided by the soil medium and pile foundations.  The assessment results confirmed that this bridge could be safely used by the maintenance vehicles and pedestrians and that the bridge can form an integral part of the shared pathway, which runs on either side of the Yarra River banks.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152243</guid>
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    <item>
      <title>Preserving our cultural heritage: rehabilitation of the Church Street Bridge</title>
      <link>https://trid.trb.org/View/1152242</link>
      <description><![CDATA[The Church Street Bridge is an 85 year old elegant three span reinforced concrete arch structure spanning over the Yarra River and CityLink (Monash freeway) in Melbourne.  The bridge is on an important arterial route connecting the inner municipalities of Yarra and Stonnington and carries vehicular traffic, trams, pedestrians, cyclists and extensive services.  In 1998 the northern span was modified to increase the height clearance over CityLink.  The bridge was granted heritage status by Heritage Victoria in 2001.  Following the granting of heritage status to the bridge in 2001 and the reclassification of Church and Chapel Streets from local roads to an arterial road in 2004, VicRoads assumed responsibility for the maintenance of the bridge and is currently undertaking extensive rehabilitation works.  A number of major investigations have been undertaken to determine the nature and extent of deterioration in the bridge and this paper outlines their findings.  These investigations have established that the bridge is characterized by concrete of low compressive strength, high porosity and permeability and is significantly carbonated in all areas of the bridge structure, leading to corrosion in the reinforcement and associated significant spalling and cracking of the concrete.  The paper provides details of the remedial options considered and the rehabilitation methodology adopted which includes conventional concrete patch and crack repairs, the application of a high performance protective coating and waterproofing of the bridge deck.  The works had to be planned to accommodate stringent project requirements in regards to public safety, heritage requirements, impact on traffic and environmental constraints.  Works commenced in 2005 and are scheduled to be completed in 2010.  The paper also provides an overview of progress to date.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152242</guid>
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    <item>
      <title>Bridges on the Northern Gateway motorway</title>
      <link>https://trid.trb.org/View/1152241</link>
      <description><![CDATA[The challenge on this project was to develop 7.5km of new motorway through difficult and environmentally sensitive terrain.  Northern Gateway Alliance set the vision to create a visual showcase of environmental and engineering excellence.  To help achieve the vision the bridges were not only designed to be constructable and durable but also visually attractive.  This paper describes all six bridges along the route and the key considerations that featured in their design.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152241</guid>
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