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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>THE STRENGTHENING OF AN EXTERNALLY POST-TENSIONED STRUCTURE</title>
      <link>https://trid.trb.org/View/475966</link>
      <description><![CDATA[This paper presents the case history of an externally-tensioned bridge, built between 1973 and 1976, strengthened in 1978 and found to be showing signs of severe distress in 1994.  The technique for inspecting the post-tensioned cables are described, together with the emergency action taken to support the structure.  The paper then describes the study made into the comparative benefits of strengthening or replacing the flyover and the development and design of the most appropriate method of strengthening the bridge.  The project has been a unique and interesting scheme involving the observing and monitoring of a structure, analyzing the cause of its problems and developing an economic and safe way of solving the problems.  It has also been an interesting exercise in comparing the relative merits of strengthening as opposed to reconstruction, taking into account such facts as traffic delays and programme.  It has required the engineers involved to exercise ingenuity at each stage and has required close cooperation between those concerned in the Highway Agency, Surrey County Council and Mott MacDonald.]]></description>
      <pubDate>Thu, 19 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475966</guid>
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    <item>
      <title>TAMAR SUSPENSION BRIDGE - STRENGTHENING AND CAPACITY ENHANCEMENTS</title>
      <link>https://trid.trb.org/View/475967</link>
      <description><![CDATA[This paper describes the strengthening and capacity enhancements made to the Tamar Suspension Bridge.  Maintenance issues affect the lifetime performance of a structure and need to be considered.  A feasibility study was performed and a scheme developed to accomplish the required tasks.  The selected scheme addressed all of the input elements and was eminently buildable.  The completed structure would provide a most beneficial degree of flexibility in local traffic management and should also offer a much needed relief to the periods of congestion that now occur.  The enhanced safety with respect to pedestrians and cyclists was seen as being of particular importance and the proposed gantry system would ensure timely and efficient maintenance of the structure to guarantee its continued role in the local community and national road network for the foreseeable future.]]></description>
      <pubDate>Thu, 19 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475967</guid>
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      <title>M90 FRIARTON BRIDGE IMPROVEMENTS</title>
      <link>https://trid.trb.org/View/475968</link>
      <description><![CDATA[Friarton Bridge is a major street/concrete composite box girder bridge which carries the M90 across the River Tay in Perthshire. The bridge is a 9 span structure with an overall length of 831m and a main span of 174m.  the structure was designed and constructed in the 70's to BS 153 and the IDWR.  Since then a number of changes to the design requirements for long span bridges have occurred, most significantly the live loading requirement has almost doubled.  The Scottish Office commissioned the  Babtie Group to carry out a Principal Inspection, a full assessment and to prepare a strengthening scheme to enable the bridge to comply with the requirements of BS5400.  The results of the Principal Inspection are described and the detail of the design and assessment from the IDWR requirements through the various drafts of BS5400 are given. The strengthening methods investigated and the reasons for adopting the scheme being implemented are explained.]]></description>
      <pubDate>Thu, 19 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475968</guid>
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    <item>
      <title>THE STRENGTHENING OF DETERIORATED RC AND PC BEAMS WITH BONDED ADVANCED COMPOSITE PLATES</title>
      <link>https://trid.trb.org/View/475969</link>
      <description><![CDATA[The strengthening of reinforced concrete structures with bonded steel plates is a well tried and tested technique.  The substitution of advanced composite materials (CFRP and GFRP) for steel offers advantages in ease of construction and durability and is estimated to cost less.  The additional advantage of advanced composite materials is that the plates can be prestressed before bonding, providing a form of external prestressing.  The paper will describe the research being carried out under the ROBUST (StRengthening Of Bridges Using Polymeric CompoSite MaTerials) Research Project funded by the United Kingdom Government under the LINK structural Composites Programme.  Beams with bonded advanced composite plates have been tested in the laboratory.  18m long post-tensioned beams taken from the A34 Botley Flyover, demolished due to corrosion of the prestressing tendons, are to be strengthened by this method under site conditions.  These will be tested as a practical proof of the technique in the field on full size beams.  If the results of the research prove positive, the technique can be used for the rehabilitation of reinforced and post-tensioned concrete bridges and structures.  The paper will describe the results so far that prove the viability of the technique both in the laboratory and in the field.  #D finite element analysis has predicted failure loads and deflections that are close to the experimental results and will be used to widen the parameters of the study.  Work is in hand to provide simplified design procedures and guidance for eventual exploitation of the technique.]]></description>
      <pubDate>Thu, 19 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475969</guid>
    </item>
    <item>
      <title>MASONRY ARCH REPAIRS AND STRENGTHENING</title>
      <link>https://trid.trb.org/View/475970</link>
      <description><![CDATA[The strengthening of existing masonry arch bridges by insertion of steel reinforcements is a relatively recent concept.  This paper outlines the development of a system for the strengthening and rehabilitation of masonry structures with the minimum of inconvenience to the travelling public while retaining the existing appearance and maintaining the structural behavior. The testing of a full scale arch was carried our at the Transportation Research Laboratory (TRL) and results are presented in this paper.  The paper also examines methods of analysis and design of the reinforcement.]]></description>
      <pubDate>Thu, 19 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475970</guid>
    </item>
    <item>
      <title>BRIDGE MODIFICATION - A VALUE FOR MONEY APPROACH</title>
      <link>https://trid.trb.org/View/475962</link>
      <description><![CDATA[The ways, means and reasons for modifying a bridge are various but for whatever reason that this is done the bridge owner will have made a considerable investment.  This investment needs to be made in such a way that it is not spent unnecessarily or creates future problems.  With the investment being made wisely then the bridge owner has obtained Value for Money.  Maunsell's philosophy in carrying out work to strengthen a bridge is to provide this Value for Money approach.  This has been applied in a number of ways, come of which have been illustrated above. These ways have included applying an understanding of the basis of the codes and how a structure carries its loading; a thorough investigation of material strengths; and the use of lightweight materials - reliability based methods.  Since there are numerous types of bridges, which are made from various materials, there is no one unique solution to strengthening bridges.  However by careful consideration of the problems to be solved, carried out by engineers who have  thorough understanding of possible solutions, then a sound investment can be made.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475962</guid>
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      <title>CONCRETE BRIDGE ASSESSMENT</title>
      <link>https://trid.trb.org/View/475963</link>
      <description><![CDATA[The assessment of existing bridges is an activity which is placing increasing demands on a bridge engineer's time.  t was customary to assessing existing bridges by establishing whether they comply with design codes.  However, because current design codes are more onerous than older design codes in severalrespects, the Highway Agency published its own assessment code and for concrete bridges in 1990 which was subsequently updated.  It is emphasized that the brief for the drafting of the assessment code stated that the clauses should be developed "without undertaking a great deal of background research. Hence, only relatively simple amendments were made to the design clauses in order to produce the assessment clauses.  In consequence, much of the conservativeness of the design code was retained in the assessment code and the same behavioral models were adopted.  The most common reasons for existing concrete bridges failing assessments are inadequate reinforcement detailing and/or inadequate shear capacity.  The latter failures are frequently associated with inadequate reinforcement anchorage, because allowable shear stresses are dependent on the effective area of main tension reinforcement.  It is unfortunate that the modes of assessment failure (i.e. shear and bond) coincide with those modes of behavior which are poorly covered bye either design or assessment codes.  This is because codes treat these areas in manners which are largely empirical. Although the codified procedures are suitable for design and result in adequate designs when all of the detailing rules of the code are also satisfied, they are not necessarily suitable for assessment when the details very often do not satisfy the code requirements.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475963</guid>
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      <title>THE ASSESSMENT OF REINFORCED CONCRETE BRIDGE DECKS</title>
      <link>https://trid.trb.org/View/475964</link>
      <description><![CDATA[The current program of bridge assessments in the United Kingdom has presented bridge owners with a substantial problem as conventional analysis techniques have suggested that many structures have insufficient capacity for current highway loading.  With their general application, improved assessment techniques, which more accurately reflect the true capacity of structures, can prove highly cost effective in extending the useful life of structures.  The Wood-Amer equations were derived for the design of reinforced concrete slabs subject to complex loadings.  The equations ensure that the capacity of a slab is not exceeded in flexure by an imposed loading, wile minimizing the total amount of reinforcement required.  However, the use of these equations for assessment leads to a conservative estimate of structural capacity in all cases where steel is not distributed optimally.  The optimality condition is a constraint in design problems that is not relevant to assessment problems, and its use can lead to adequate structures being condemned as unsafe.  The present analysis is based on the same fundamental principles as those set out by Hillerbourg, which were extended by Wood and Amer in the derivation of the Wood-Amer equations, but it assumes that the reinforcement arrangement is already known.  The methodology provides a systematic approach to assess whether a reinforced concrete slab has sufficient capacity to withstand an imposed loading, quantified by determination of the factor of safety on that loading.  Examples are presented demonstrating how the method can readily be applied to the assessment of reinforced concrete bridge decks.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475964</guid>
    </item>
    <item>
      <title>KINGSTON BRIDGE, GLASGOW: STRENGTHENING AND RE-ARTICULATION</title>
      <link>https://trid.trb.org/View/475965</link>
      <description><![CDATA[Kingston Bridge carries the M8 Motorway over the River Clyde immediately west of Glasgow City Centre.  The bridge comprises a linked pair of triple cell, variable depth, post-tensioned concrete superstructures having a 143m main span over the river and two side spans of 62 meters carrying the motorway some 18 meters above the street level.  The bridges were constructed between 1967 and 1970 in in-situ post-tensioned concrete using the balanced cantilever method.  The relatively short side spans contain ballast concrete placed within the deck cells at the outer ends to generate positive reactions at the end support under the permanent loads.  Post-tensioning consists of single and 4 bar Macalloy tendons longitudinally in the top and bottom slabs of the main and side spans and single bar vertical tendons in the webs.  The reinforced concrete piers and pile caps are supported on a combination of bored cast in-situ concrete and steel "H" piles carrying load through the overlying alluvial sands and gravels to the sandstone bedrock some 30 meters below ground level.  The foundations of the main piers lie immediately to the rear of the River Clyde Quay Walls, significant lengths of which have been subjected to multiple strengthening and failures over the years.]]></description>
      <pubDate>Wed, 18 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475965</guid>
    </item>
    <item>
      <title>BRIDGE MODIFICATION 2: STRONGER AND SAFER BRIDGES</title>
      <link>https://trid.trb.org/View/475959</link>
      <description><![CDATA[The second Bridge Modification conference, held in November 1996 and the subject of this book, concentrated entirely on the "stronger and safer" aspect of bridge modification.  Twelve important papers were given in four sessions under the headings: policy; improved assessment; case studies; and strengthening techniques.]]></description>
      <pubDate>Tue, 17 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475959</guid>
    </item>
    <item>
      <title>BRIDGE ASSESSMENT AND STRENGTHENING - POLICY AND PRINCIPLES</title>
      <link>https://trid.trb.org/View/475960</link>
      <description><![CDATA[This paper describes the broad principles of the new whole life performance related bridge assessment rules, being developed by the Highway Agencies.  These rules will be radically different from the current rules which are primarily concerned with the adequacy of the bridges at the time of assessment.  A number of difficult issues have been encountered during the implementation of the national bridge assessment and strengthening programme and the development of the new assessment rules, and these need to be addressed by the bridge engineering community.]]></description>
      <pubDate>Tue, 17 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475960</guid>
    </item>
    <item>
      <title>THE ASSESSMENT AND STRENGTHENING PROGRAMME THE SCOTTISH OFFICE APPROACH: THE PRAGMATIC ENGINEER</title>
      <link>https://trid.trb.org/View/475961</link>
      <description><![CDATA[It was recognized that the safe load carrying capacity of an existing structure, particularly an older structure, is a complex process which cannot be completely codified and must rely to a great extent on sound engineering judgement and experience.  It is unlikely that a "true" estimate of the capacity of a structure can be reached after a conventional assessment.  In most cases it will be necessary to carry out an iterative process, involving changes of assumptions, changes of structural parameters and different methods of analysis, before there can be any confidence in the value of the capacity of the structure in question.  The Department has always stressed its commitment to value for money.  This applies to the works and also to the professional fee element.  The initial assessment is undertaken on a lump sum basis for each bridge but if further more detailed assessments are required to provide a fuller understanding of the bridge strength when assessments do not match reality then such further studies including preparing the justifications for Departures from Standards would be paid on a time charge basis.  Such time charges would be bid for with the original commission.]]></description>
      <pubDate>Tue, 17 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475961</guid>
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