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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>
    <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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      <title>Pendel bearing replacement at A9 Kessock Bridge, Scotland</title>
      <link>https://trid.trb.org/View/846822</link>
      <description><![CDATA[The A9 is the primary north-south trunk route in the Scottish Highlands and bypasses the city of Inverness by means of Kessock Bridge, a major cable-stayed structure spanning the Beauly Firth and opened to traffic in 1982. The bridge is a 1052 m long viaduct with a main cable- stayed span of 240 m, 80 m back spans and a number of 64 m and 72 m approach spans. At the ends of the 80 m back spans, four pendel-type bearings were installed to accommodate uplift reaction due to loading on the main span. These pendel bearings became excessively worn over time and required replacement. This paper describes the design and construction issues associated with replacement of these critical structural elements, an operation made more challenging by the very constrained geometry and the need to maintain overall stability of the bridge under operational traffic conditions. (A)]]></description>
      <pubDate>Tue, 29 Jan 2008 10:09:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/846822</guid>
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    <item>
      <title>Site-specific traffic load modelling for bridge assessment</title>
      <link>https://trid.trb.org/View/846821</link>
      <description><![CDATA[Assessment of highway bridge structures requires accurate prediction of the load effects that a structure may be expected to resist during its required remaining life. Generally, these load effects are determined from codified models more appropriate to design than assessment. This approach is very conservative for existing structures as it fails to fully recognise the reduced level of uncertainty associated with evaluation of (a) the loads to which an existing structure is subjected and (b) the resistance that an existing structure provides. This paper proposes a more rational approach to load effect prediction for existing structures. In the approach the actual traffic loading to which a structure is subjected is measured on site and is employed in simulation to determine site-specific characteristic load effects. The methodology proposed is dependent upon the availability of unbiased site-specific traffic statistics. This paper presents the results of an experiment performed in Vienna and describes the use of weigh-in-motion (WIM) statistics in the prediction of site- specific characteristic load effectsthat is, values with specified probability of exceedance during the required lifetime of the structure, against which the structure may be assessed. The advantage of the approach is demonstrated through reductions in the load effect values. The implication for bridge assessment is reduced rehabilitation costs and the avoidance of unnecessary replacement of serviceable highway structures. (A)]]></description>
      <pubDate>Tue, 29 Jan 2008 10:09:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/846821</guid>
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      <title>Design and construction of a pointed arch bridge</title>
      <link>https://trid.trb.org/View/846820</link>
      <description><![CDATA[The design of a bridge to be built over a heavily used railway lane is always strongly conditioned by its construction method. This paper describes a recently completed project in Rho (Italy), where the entire steel structure of the span over the railway was assembled alongside the railway line, and then lifted on the piers in one hour of suspension of railway traffic. The peculiar shape of the bridge is the result of structural needs, construction requirements and aesthetic evidence. (A)]]></description>
      <pubDate>Tue, 29 Jan 2008 10:09:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/846820</guid>
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    <item>
      <title>The real service life of road bridges</title>
      <link>https://trid.trb.org/View/846819</link>
      <description><![CDATA[Bridges form an important part of a nation's road system and require large capital investment. The number of bridges in a nation's bridge stock is seldom constant from one year to another as new bridges are built and old structures are demolished. This paper, based on a case study of 1170 bridges demolished in Sweden during a 15-year period (19902005), describes the real life span for various types of road bridges. The major reasons for demolition of bridges are addressed and survival analysis for different types of road bridges is introduced. (A)]]></description>
      <pubDate>Tue, 29 Jan 2008 10:09:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/846819</guid>
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      <title>West Coast route modernisation: River Tame viaduct</title>
      <link>https://trid.trb.org/View/846817</link>
      <description><![CDATA[Network Rail is increasing the capacity of the West Coast main line north of Birmingham by doubling the number of tracks from two to four. Within the Trent Valley section of the route, the first of a pair of three-span viaducts has been constructed to carry the railway across the River Tame. The structures are each 94 m in length and comprise half- through superstructures supported on piled foundations. The current paper describes the development and detail design of these viaducts, and in particular the design requirements relating to dynamic effects caused by the passage of high-speed trains. These are some of the first bridges to have been designed to recent guidelines which require a bridge-specific dynamic analysis to be undertaken for any structure of this type. This analysis was undertaken using a finite-element program in which each bridge was modelled as a three-dimensional stiffened plate employing both thick shell and shear beam elements. Aspects of the construction of the first viaduct are discussed, including piling methods, environmental and archaeological considerations. Protection of the river and its ecology were important, and measures taken to address these are outlined. (A)]]></description>
      <pubDate>Tue, 29 Jan 2008 10:09:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/846817</guid>
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    <item>
      <title>Innovative bankseat for new Highfield Lane Bridge, UK</title>
      <link>https://trid.trb.org/View/835918</link>
      <description><![CDATA[Highfield Lane Bridge in Rotherham, UK is a three-span, road-over-rail bridge that has a number of unusual design features and is also built on poor ground. Durability, buildability, low maintenance and whole-life costeffectiveness were the main aims of the conceptual design. The use of an integral design was considered to be of paramount importance in meeting these aims to eliminate the bridge engineer's nightmare of movement joints between spans and at end supports. Due to the presence of a shallow worked coal seam and soft made ground, a conventional monolithic integral design or bank pad abutment could not be used. The solution adopted utilised a unique ?floating? base form of integral bankseat. In addition, a conventional integral approach slab was incorporated with an innovative pressure relief hinge. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:43:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/835918</guid>
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    <item>
      <title>Investigation and strengthening of Hyde Lane Bridge, UK</title>
      <link>https://trid.trb.org/View/835917</link>
      <description><![CDATA[Hyde Lane Bridge is an early example of the British Rail western steel box girder bridge. It comprises two external and one central box girder supporting two tracks via a cross-girder and steel plate deck. The steel deck plate forms the top flange to the cross-girders and is curtailed towards the cross girder ends. The cross-girders' ends exhibited cracking commencing at the point of the top flange curtailment and continuing through the web. The cracking is unusual as it appears to have been caused by an excessive stress range in compression promoted by the rapid change in section at the point of top flange curtailment. The paper deals with the analysis of the deck, the emergency works and the design and implementation of the remedial works. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:43:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/835917</guid>
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    <item>
      <title>Probability-based bridge assessment</title>
      <link>https://trid.trb.org/View/835916</link>
      <description><![CDATA[This paper describes the application of the newly developed Danish guideline for probability-based assessment of bridges to a beam and slab bridge that was built in 1935 and is located outside Copenhagen. The guideline, published by the Danish Roads Directorate in 2004, reflects a commitment to consider probability-based assessment for all bridge structures that have failed a deterministic assessment. For the structure analysed, modelling of the critical limit states is presented as are the statistical techniques employed in modelling the loads and resistances. The overall aim of the analysis was to achieve a higher load rating for the structure than that resulting from a traditional deterministic analysis. Ultimately the cost benefits to bridge owners/managers of performing a probabilistic assessment are apparent from the results, which provide a higher load rating for the bridge than were achieved through deterministic assessment. Although the guideline is intended to be applied in probability-based assessment of Danish bridges it is anticipated that it could equally be applied in other countries. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:43:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/835916</guid>
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    <item>
      <title>Design and construction of Megalorema Viaduct, Greece</title>
      <link>https://trid.trb.org/View/835915</link>
      <description><![CDATA[This paper describes the recently completed Megalorema Viaduct, part of the Egnatia motorway project currently under construction in northern Greece. The viaduct is situated in a seismic zone and was constructed using an incremental launching method. A description of the viaduct is given, and the design parameters and antiseismic measures are outlined. The design is based on friction launching of the full deck but was subsequently modified by the contractor to a combination of friction and pull launching to suit the available equipment. The construction of the viaduct is described with emphasis on the superstructure where the details of casting yard, nose girder, and various phases of the operations for the friction and pull launching of the decks are explained. The schedule of works for a typical weekly cycle of deck segment casting and launching is also discussed. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:42:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/835915</guid>
    </item>
    <item>
      <title>The repair and strengthening of Burnton railway viaduct, UK</title>
      <link>https://trid.trb.org/View/835914</link>
      <description><![CDATA[Burnton railway viaduct in Ayrshire, Scotland, carries the freight-only, single-track Waterside branch line from Dalrymple Junction to Chalmerston coal yard over the Purclewan Burn and the B742. The striking grade ?B? listed structure was constructed in 1889, is curved in plan and comprises 16 masonry arch spans. A permanent speed restriction of 5 miles/h had been imposed on the line and the structure was being constantly monitored in real time using accelerometers attached to the arch intrados and the vertical face of the spandrel walls. In 2001 the structure began to exhibit an increase in ?liveliness? during the passage of the trains. This movement was investigated by Railtrack engineering staff as a matter of urgency. As part of their commitment to maintain the safe and efficient operation of the railway, Railtrack (succeeded by Network Rail) commissioned John Mowlem Ltd (now Carillion JM Ltd), through its alliance contract, to investigate the problem and prepare a cost-effective solution in accordance with the line classification. In turn, Carillion appointed Scott Wilson Scotland Ltd (SWSL) as its designer. Initially, SWSL and Carillion undertook a joint investigation of the viaduct, which was quickly followed by an assessment of the structure. This confirmed that there was a need to undertake a comprehensive programme of strengthening and refurbishment. This paper describes the techniques adopted to stabilise the viaduct and the methods of construction. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:42:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/835914</guid>
    </item>
    <item>
      <title>Design and construction of the New Sheppey Crossing, UK</title>
      <link>https://trid.trb.org/View/835913</link>
      <description><![CDATA[The £100 million A249 Iwade bypass to Queenborough improvement scheme includes a new road bridge over the Swale and the construction of road links on either side, improving transport links between the Isle of Sheppey and mainland Kent. The Highways Agency awarded a 30-year design, build, finance and operate contract to Sheppey Route Limited in February 2004. Sheppey Route Limited's contractor, Carillion, has designed and constructed the 5–6 km long A249 Iwade bypass to Queenborough improvement. The bridge and road project were completed during summer 2006. The existing A249 crosses the Swale via a vertical lifting bridge and there are long delays to traffic when it is raised to allow shipping through. The new Swale Crossing is a vital part of the scheme and will provide major benefits by reducing congestion and improving journey times on the route because it is high enough for ships to pass underneath. This paper describes the design, fabrication, erection and construction of the new Swale High-level Crossing. (A)]]></description>
      <pubDate>Tue, 18 Sep 2007 10:41:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/835913</guid>
    </item>
    <item>
      <title>Field testing of a 30-year-old composite Preflex railway bridge</title>
      <link>https://trid.trb.org/View/820371</link>
      <description><![CDATA[Within the framework of the French National Research Project MIKTI dealing with ?composite steel-concrete footbridges and bridges for tomorrow?, a loading test was performed in Belgium on a railway bridge deck consisting of simply supported composite ?Preflex? beams. The bridge was 30 years old at the time of the test so the time-dependent stress redistribution between the steel of the girders and the concrete was almost stabilised. The bridge deck was loaded progressively by two heavy diesel-electric locomotives. A 4 m long zone situated at the mid-span of the deck was instrumented and monitored during the loading test. The following measurements were taken: the mid-span deflection; the slopes in five locations; the length variations of 16 extensometers of 250 mm length situated near the bottom fibre of the beam and acoustic emission. All of the measurements showed that the behaviour of the bridge deck under the test load was linear elastic, the concrete was not cracked before the test and no cracking appeared in the concrete during the test. The concrete part of the cross-section fully contributed to the stiffness of the beam, confirming the excellent long-term behaviour of this kind of railway bridge, even after a very large number of live load-cycles applied on them during more than 30 years of service. These observations are in very good agreement with the values of stresses computed by a step-by-step method, applying the principle of superposition of linear viscoelasticity for modelling the time-dependent stress redistribution in these composite beams.  (A)]]></description>
      <pubDate>Mon, 10 Sep 2007 13:35:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/820371</guid>
    </item>
    <item>
      <title>A new masonry arch bridge assessment strategy (SMART)</title>
      <link>https://trid.trb.org/View/820370</link>
      <description><![CDATA[About 40% of the European railway bridge stock comprises masonry arch bridges and over 60% of these are over 100 years old. All are ageing and most are carrying loads well in excess of those envisaged by their builders. The maintenance and assessment of these bridges is a constant concern for the bridge owners. Although current masonry arch bridge assessment methods are able to predict the ultimate carrying capacity of the bridge with some confidence, serious concerns have been identified with respect to predicting long-term behaviour and residual life. A new assessment procedure (sustainable masonry arch resistance technique (SMART)) is presented which differs philosophically from all the current techniques in as much as it takes a holistic approach in considering all possible modes of failure that the structure may experience under any given loading regime. Limit states are discussed and a new permissible limit state that is specific for masonry is proposed. The method advocates consideration of the permissible working loads, long-term behaviour and residual life of the bridge. This enables the assessing engineer to prioritise conflicting maintenance demands on limited budgets. The method is based upon recent research related to the long-term fatigue performance of masonry arch bridges subjected to cyclic loading. (A)]]></description>
      <pubDate>Mon, 10 Sep 2007 13:35:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/820370</guid>
    </item>
    <item>
      <title>Design and construction of the Metrolink Finback Bridge</title>
      <link>https://trid.trb.org/View/820369</link>
      <description><![CDATA[The Manchester to Oldham line of the proposed Metrolink Phase 3 passes through the new Central Park business park utilising the existing track bed of a disused and dismantled heavy rail route. To the east of Thorp Road Bridge the new Metrolink route crosses the existing four tracks of the Manchester to Leeds Trans-Pennine railway. A post-tensioned concrete finback bridge has been provided to carry the new twin Metrolink tracks over the existing heavy rail route. In order to minimise disruption to the operational railway, the Finback Bridge was constructed in a position alongside and roughly parallel to the existing railway. Once the construction was substantially complete, the 6250 t bridge was rotated in plan through 21° to its final position during a weekend possession. The site constraints resulted in a reverse-curved horizontal alignment with the consequential requirement to cater for significant torsion in the design of the deck. The deck solution was a box section finback bridge with varying fin height and fin wall thickness. The bottom slab of the box was extended to cantilever outside the central fin to support the Metrolink tracks. The superstructure incorporates two types of post-tensioning; internal bonded tendons in the deck slab of the main span and external unbonded tendons located inside the fin. (A)]]></description>
      <pubDate>Mon, 10 Sep 2007 13:35:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/820369</guid>
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    <item>
      <title>UB 30/274 Daer Viaduct replacement</title>
      <link>https://trid.trb.org/View/820368</link>
      <description><![CDATA[The Saltire Society Design Commendation for the New Daer Viaduct reads "It will become the benchmark to which other similar schemes are prepared". A two-span bridge carrying the West Coast main line over the River Clyde was replaced by a single river span. All construction of the new substructure and superstructure and jacking of the superstructure into its permanent position was carried out below the existing bridge with no disruptive track possession. Only one 42 h possession was utilised to remove the old superstructure and the original central pier and to install minor precast infill units. The superstructure comprised two steel edge through girders supporting a transverse steel composite deck. The edge girders were aligned to pass the ends of the original centralpier. When the superstructure was jacked up, the concrete robust kerb and edge girders moved up outboard of the original bridge edge girders. Thus, prior to the possession, the superstructure had all been built except for the portion occupied by the original pier. Following removal of the pier, this portion was completed with a precast concrete unit. (A)]]></description>
      <pubDate>Mon, 10 Sep 2007 13:35:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/820368</guid>
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