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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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    <item>
      <title>BRIDGE MANAGEMENT OBJECTIVES AND METHODOLOGIES</title>
      <link>https://trid.trb.org/View/468744</link>
      <description><![CDATA[This paper examines the objectives of bridge management in terms of risks to bridges and concludes that an effective management system needs to consider all potential risk factors.  Since the currently available computer-based systems are primarily aimed at prioritising maintenance work on the basis of faults and deterioration alone, it is considered necessary to develop the methods further to cover other risks such as those arising from inadequate original design requirements.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468744</guid>
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      <title>RECONSTRUCTION AND REPAIR OF STEEL HIGHWAY BRIDGES DAMAGED BY THE GREAT HANSHIN EARTHQUAKE</title>
      <link>https://trid.trb.org/View/468745</link>
      <description><![CDATA[On January 17th in 1995, the Hanshin district located in the west of Japan was hit by a strong earthquake (Great Hanshin Earthquake) with a magnitude of 7.2, and many elevated highway bridges and piers on the Kobe No 3 Line of the Hanshin Expressway Public Corporation (HEPC) collapsed or sustained serious damage.  A technical committee and three subcommittees were established for the reconstruction and repair of the collapsed and damaged structures soon after the earthquake.  The activities, especailly of the subcommittee for steel structures chaired by E Watanabe, are introduced in this paper.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468745</guid>
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    <item>
      <title>AN EXPERT SYSTEM USING CASE-BASED REASONING FOR SELECTING RETROFITTING METHODS OF FATIGUE DAMAGE ON STEEL BRIDGES</title>
      <link>https://trid.trb.org/View/468746</link>
      <description><![CDATA[The maintenance and administration of existing civil engineering structures are becoming important subjects, and engineers with experience are required for them.  Therefore, expert systems may be effectively used in this field.  A diagnostic knowledge-based expert system has been developed by the authors for the maintenance and administration of steel bridge.  Repair and retrofit methods have been selected for fatigue damage of steel bridges.  The systems involve a knowledge-base and an inference engine.  Firstly, the knowledge included in the knowledge-base was obtained from 165 cases of fatigue damage.  The production rules, causal relations, in the knowledge-base were assumed to have a certainty factor.  Secondly, the inference engine has the function of machine learning.  But, the expert systems using causal relations have a difficulty of acquiring the knowledge-base.  A case-based reasoning mechanism is able to solve the problem of knowledge acquisition.  In the present paper, an expert system is built using case-based reasoning to select the repair and retrofit methods of fatigue damage.  This system has a case-based database of 205 past cases, and 4 kinds of inference processes (retrieval, modification, restoration, and storing).  The inference results obtained from this system which apply to actual cases are discussed.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468746</guid>
    </item>
    <item>
      <title>PREDICTION OF BRIDGE SERVICE LIFE USING TIME-DEPENDENT RELIABILITY ANALYSIS</title>
      <link>https://trid.trb.org/View/468747</link>
      <description><![CDATA[A bridge deterioration model is an essential component of a computerised bridge management system (BMS).  Existing BMSs use Markov chain theory to model the deterioration process as a decay of condition ratings over time.  An alternative approach, based on time-dependent reliability theory, is proposed.  The new approach is in principle a generalisation of the Markov chain models.  Rather than addressing the stochastic nature of condition rating the proposed approach seeks to model the random time using survival analysis.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468747</guid>
    </item>
    <item>
      <title>RELIABILITY BASED REASSESSMENT OF AN EXISTING CONCRETE BRIDGE - A CASE STUDY</title>
      <link>https://trid.trb.org/View/468748</link>
      <description><![CDATA[A rational framework for reliability based reassessment is suggested and illustrated through the reassessment of an existing concrete motorway bridge subject to increased traffic loading.  In this case where traditional approaches for reassessment indicated that strengthening of the bridge with an estimated cost of MECU 5 was necessary, the use of the suggested reassessment framework revealed that no strengthening of the bridge was necessary at all.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468748</guid>
    </item>
    <item>
      <title>INVESTIGATION, REPAIR AND STRENGTHENING OF A VIADUCT'S STEEL PIERS</title>
      <link>https://trid.trb.org/View/468749</link>
      <description><![CDATA[In the late seventies a temporary steel viaduct was built beside a damaged bridge, carrying a heavily trafficked road crossing a railway line, and which was to be rebuilt.  A few years later damage was found in some piers which were repaired and reinforced.  Further inspection revealed several cracks in the same piers which were repaired and reinforced.  Inspections again revealed several cracks in the same piers and showed that the strengthening had not been carried out sufficiently well and a second repair was undertaken. This needed to be done to a defined time scale in order to be completed by the target date for the opening of the new bridge.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468749</guid>
    </item>
    <item>
      <title>STRENGTHENING OF LANGLEYBURY LANE BRIDGE, HERTFORDSHIRE</title>
      <link>https://trid.trb.org/View/468750</link>
      <description><![CDATA[Following the discovery of shear cracks at the interface of voided and solid sections of the spine beams, forming the deck in the main span of the three span Langleybury Lane bridge, temporary props were erected at its centre.  The two existing raking piers were replaced with vertical ones and a permanent central pier was constructed to support the main span.  Combinations of flat jacks and disc bearings were used to control reactions during transfer of the deck and subsequently to allow adjustment during the monitoring period.  The deck could therefore be retained in a scheme providing positive benefits which conformed with current design and assessment standards.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468750</guid>
    </item>
    <item>
      <title>METHODOLOGY FOR THE ASSESSMENT OF THE STRUCTURAL BEHAVIOUR OF CONCRETE BRIDGES</title>
      <link>https://trid.trb.org/View/468752</link>
      <description><![CDATA[Recent years have witnessed a significant development in structural models of analysis and in structural reliability techniques.  The proper combination of the two approaches is still to be accomplished. The difficulties encountered in design methodology are well demonstrated in recently published structural codes, Eurocode 2 and CEB-FIP Model Code 1990.  They specify the use of non-linear methods of analysis as an alternative and as a reference for other more simplified approaches.  However, an adequate code format for checking structural safety when dealing with this kind of method is not established.  The methodology for the verification of structural safety described in this work is based on a probabilistic approach with general application to any type of structural methods of analysis, especially non-linear analysis.  The ultimate strength characteristics of materials, the geometric imperfections and the loads, are simulated according to stochastic techniques.  The uncertainty of structural response is given by non-linear analysis taking into account the variability of the parameters.  Through statistical analysis it is possible to interpret the effects of the parameter variability on the global structural behaviour and to evaluate the risk of failure.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468752</guid>
    </item>
    <item>
      <title>OPTIMISATION OF MAINTENANCE OF CONCRETE STRUCTURES THROUGH SERVICE LIFE CALCULATION</title>
      <link>https://trid.trb.org/View/468753</link>
      <description><![CDATA[Testing and calculation of the service life of existing reinforced concrete structures have become more and more topical, as concrete damage increases, together with a fear of further damage in the future, combined with insufficient availability of economic resources.  As a consequence of the damage, service life has also become very topical in connection with the design of new structures. A general description of the requirements of test procedures and a service life model to be used on concrete structures are given below. The description is based partly on practical experience, from inspections of more than a hundred concrete structures, and partly on practical engineering needs in connection with calculation of the service life of reinforced concrete structures.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468753</guid>
    </item>
    <item>
      <title>RELIEF OF CREEP/SHRINKAGE STRESSES IN INTEGRALLY CONSTRUCTED BRIDGES</title>
      <link>https://trid.trb.org/View/468754</link>
      <description><![CDATA[Creep and shrinkage of decks in integrally constructed bridges can induce significant stresses if the base of the abutment is prevented from moving.  Such stresses can be relieved by the horizontal jacking of one of the supports.  A simple creep/shrinkage model of the time-dependent development of strains is proposed which is recalibrated on site using strains measured in the early stages of construction.  This model is then used to predict long term strains and to calculate the magnitude of the required horizontal support displacement.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468754</guid>
    </item>
    <item>
      <title>STRENGTHENING CONCRETE BRIDGE DECKS - INCREASING THE SHEAR CAPACITY</title>
      <link>https://trid.trb.org/View/468755</link>
      <description><![CDATA[The strengthening of a reinforced concrete road bridge across a railway is described.  The paper concentrates on the particular problem of increasing the shear capacity of the beam and slab deck. Results of model beam tests to investigate the effectiveness of the method adopted are presented.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468755</guid>
    </item>
    <item>
      <title>APPLICATION OF CATHODIC PROTECTION TO HIGHWAY VIADUCTS</title>
      <link>https://trid.trb.org/View/468756</link>
      <description><![CDATA[On behalf of the Highways Agency, WS Atkins-Midlands have been responsible for the management of the maintenance of the structures on the M5 and M6 in the Midlands since 1983.  The application of cathodic protection on the Midland Links Motorway Viaducts has led the UK in developing and operating these systems on reinforced concrete structures.  This paper sets out the background behind this work, identifying present operational characteristics and problems and detailing possible future developments.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468756</guid>
    </item>
    <item>
      <title>EVOLUTION OF BRIDGE MAINTENANCE MANAGEMENT SYSTEMS</title>
      <link>https://trid.trb.org/View/468757</link>
      <description><![CDATA[This paper describes the development of Bridge Management Systems over the last 10 years.  Four types of system progressing from simple to complex are described, each one providing an additional feature: (i) inventory database, (ii) basic inspection and maintenance scheduling and recording, (iii) maintenance scheduling taking account of the rate of deterioration and (iv) maintenance scheduling minimising whole life costs and prioritising where the budget is constrained.  Each system is discussed in terms of the input data required and the uses of the output data.  The current shortage of the data needed to run the more sophisticated systems is examined. It is shown that information stored over a number of years in the simpler systems can be used to provide the required input for the sophisticated systems.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468757</guid>
    </item>
    <item>
      <title>BRIDGE MANAGEMENT SYSTEMS: THE NEED TO RETAIN FLEXIBILITY AND ENGINEERING JUDGEMENT</title>
      <link>https://trid.trb.org/View/468758</link>
      <description><![CDATA[Many different bridge management systems are now in use, serving a variety of needs.  The increasing power of computers has enabled more sophisticated programs to be developed.  A bridgestock as a whole will be well managed if individual structures are all well managed. The case is therefore made for meeting, as a first priority, the needs of the local bridge manager in this duty, which inevitably relies to a large degree upon engineering judgement and flexibility. The information thus gathered may also be aggregated to determine the resources required on the network as a whole.  The Oxfordshire Bridge Management System 'Bridgeman' is briefly described and compared with these needs.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468758</guid>
    </item>
    <item>
      <title>THE ASSOCIATION OF ETTRINGITE WITH THE CRACKING OF IN-SITU BRIDGE CONCRETE</title>
      <link>https://trid.trb.org/View/468759</link>
      <description><![CDATA[When a maintenance engineer is faced with severely cracked concrete his investigation follows a well established procedure.  His investigation will examine the five basic causes for cracking, structural damage, non structural action such as shrinkage and creep, thermal and frost action, reinforcement corrosion and chemical action.  Matching the characteristic parameters for each of these mechanisms against those found on location will normally yield a diagnosis.  This paper describes an investigation where the measured parameters led to the conclusion that a form of chemical action was at work, hitherto unrecognised in in-situ concrete.  Measurements taken from the substructures of three bridges are compared with such published data as exists.  The questions of further cracking and long term expansion are examined.  The absence of ASR gel but the presence of ettringite crystals in the cracks and voids is reported and correlated with expansion test results.  (A) For the covering abstract see IRRD 882313.]]></description>
      <pubDate>Thu, 26 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468759</guid>
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