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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>L'apport de nouveaux essais pour le réemploi des sols fins en terrassement</title>
      <link>https://trid.trb.org/View/1899541</link>
      <description><![CDATA[Le réemploi des sols et des roches en terrassement se fait selon une approche normalisée (AFNOR, 1992 -NFP 11-300) complétée par le guide de réemploi des matériaux en remblais et couche de forme (communément appelé GTR 92 - LCPC SETRA, 1992). Cette approche résulte à la fois d'une capitalisation des expériences de terrain et d'expérimentations en vraie grandeur. Le principe du réemploi des matériaux repose : 1.sur la réalisation d'essais courants d'identification des matériaux ; 2.sur leur classification selon des seuils établis dans la norme NF P11-300 ; 3.sur une orientation en terme de réemploi du matériau et sur des consignes de compactage établis dans le GTR 92 Les premiers essais à utiliser sont simples : granulométrie et appréciation de l'argilosité par l'indice de plasticité ou par la valeur au bleu des sols. Selon les cas, d'autres essais permettront d'affiner la classification. Un guide paru en 2000 (LCPC - SETRA, 2000) complète la classification de la norme NF P11-300 vis-à-vis de l'aptitude au réemploi des sols avec traitement à la chaux et/ou aux liants hydrauliques. La démarche proposée permet de garantir un résultat final en classant les matériaux quels qu'ils soient, en adaptant les conditions de réemploi des matériaux valorisables (énergie de compactage, traitement, humidification, correction granulométrique...) et en éliminant les matériaux impropres.]]></description>
      <pubDate>Tue, 21 Dec 2021 16:49:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1899541</guid>
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      <title>Ancrage des armatures de béton armé dans le BFUP : Justification des règles de calcul</title>
      <link>https://trid.trb.org/View/1575154</link>
      <description><![CDATA[The adhesion of passive reinforcements in UHPFRC was characterised experimentally on thin elements and in the mass, under repeated monotonic loading, using innovative optical fibre instrumentation. The results confirm a very small anchoring length, but increasing significantly for low coating values. The alpha_2 coefficient of the Eurocode formula was therefore calibrated so as to aim at uniform security of the design detailing for reinforced UHPFRC, irrespective of the coating value, for finalisation of the NF P 18-710 standard.]]></description>
      <pubDate>Tue, 18 Dec 2018 10:18:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575154</guid>
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      <title>Rupture en flexion de plaques triangulaires en BFUP: investigation expérimentale, analyse des mécanismes et de leur ductilité</title>
      <link>https://trid.trb.org/View/1575151</link>
      <description><![CDATA[UHPFRC plates with reinforced ribs are a promising concept, employed for example for roofing elements of Villa Navarra or the Jean Bouin Stadium. The optimisation of such designs, in terms of thickness, fibre rate and reinforcing bars, is directly related to the possibility of ensuring a ductile failure mode. A finite-element calculation tool has been developed which explicitly takes into account the tensile force absorption provided by oriented dispersion fibrous strengthening, and the experimental investigations described in this article shoud be able to validate it.]]></description>
      <pubDate>Tue, 18 Dec 2018 10:18:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575151</guid>
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      <title>Outlook for the use in concrete of aggregates with high sulfate content</title>
      <link>https://trid.trb.org/View/1575116</link>
      <description><![CDATA[European standard limits the sulfate content in aggregates in order to avoid any concrete degradation due to  internal sulfate attack. As a result, some materials (natural aggregates, concrete demolition waste, excavation materials) cannot be used in concrete production. Indeed, when sulfate content is beyond the threshold set by the European standard, reaction can occur with some components of cements and cause disorders for the concrete structure after the formation of swelling and/or un-cohesive minerals as ettringite or thaumasite. The present study was conducted to valorize excavated material with high sulfate content from digging of the tunnel of the future rail link between Lyon and Turin. This objective was set up in the framework of a sustainable development approach. It would lead to limit the excavation of new careers and the storage of excavated materials and to promote an efficient and sustainable management of natural resources. Moreover, it would limit the transport of excavated material by road thus reducing the emission of greenhouse gases. The first part of this work was devoted to the study of leaching sulfates from the excavation materials. Then the behavior of mortars formulated with high sulfate sand and cements known to be resistant to sulfate attack. An innovative solution has yielded promising results in valuing these excavated materials using either a supersulfated cement or a Portland cement with very low C3A and alkali contents.]]></description>
      <pubDate>Tue, 18 Dec 2018 10:17:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575116</guid>
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    <item>
      <title>Use of passive reinforcement stainless steel in civil engineering</title>
      <link>https://trid.trb.org/View/1575115</link>
      <description><![CDATA[Cet article présente un aperçu des différents aspects de l'utilisation d'armatures d'acier inoxydable dans les ouvrages d'art, tels que traités dans un guide méthodologique en cours de rédaction associant la Direction Interdépartementale des Routes Est, le LNEC (Laboratorio nacional de engenharia civil - Lisbonne, Portugal), le CEREMA (Centre d'études et d'expertise sur les risques, l'environnement et l'aménagement) et l'IFSTTAR (Institut français des sciences et technologies des transports, de l'aménagement et des réseaux).]]></description>
      <pubDate>Tue, 18 Dec 2018 10:17:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1575115</guid>
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      <title>Highway A26: 25 years management of 253 bridges potentially affected by internal swelling reactions</title>
      <link>https://trid.trb.org/View/1460325</link>
      <description><![CDATA[Dans le cadre de son processus de surveillance des ouvrages, la SANEF a mis en évidence en 1990, sur le tronçon Laon - Calais de l'autoroute A26, la présence d'ouvrages d'art atteints par des attaques différées de leurs bétons de structure (alcali-réaction et/ou formation différée d'ettringite). Les premiers signes ont été observés sur quelques ouvrages proches de Béthune ce qui a conduit la SANEF à lancer une campagne de reconnaissance pour déterminer l'ampleur des désordres affectant tous les ouvrages de l'autoroute A26. La SANEF avait déjà été confrontée à des désordres liés à l'alcali-réaction sur l'autoroute A4 (district de Coutevroult) où deux ouvrages, les PS 24 et 32, ont dû être dynamités, et un autre ouvrage, le PS25, a fait l'objet de travaux d'imperméabilisation. Fort de cette expérience et sur la base des connaissances de l'époque, une gestion globale des ouvrages d'art de l'autoroute A26 potentiellement affectés par ces phénomènes de gonflement interne a été progressivement déployée. Ce document décrit la démarche qui a été mise en place et les principaux résultats obtenus ainsi que les décisions qui ont été prises au cours de ces 25 dernières années.]]></description>
      <pubDate>Fri, 17 Mar 2017 10:37:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1460325</guid>
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      <title>Le pont a haubans de Russki à Vladivostok</title>
      <link>https://trid.trb.org/View/1254933</link>
      <description><![CDATA[Avec une portee centrale de 1104 m, deux pylones en A d'une hauteur de 319 m, le plus long hauban jamais pose (582 m), un delai de conception et de construction de 4 ans seulement et des operations realisees durant l'hiver siberien avec des temperatures descendant jusqu'a -30°C, le pont de Russki a Vladivostok est le pont de tous les records. Concus par la societe russe Mostovik et construit par l'entreprise generale russe USK Most, le pont de Russki a aussi ete le theatre d'operations de l'ingenierie francaise avec la mise en oeuvre de la technologie des haubans a torons paralleles "compact" de Freyssinet. ABSTRACT IN ENGLISH: With a centre span of 1104 m, two A-pylons 319 m high, the longest stay cable ever installed (582 m), a design and construction completion period of only four years, and operations carried out during the Siberian winter in temperatures as low as -30°C, the Russki bridge in Vladivostok is a bridge breaking all the records. Designed by the Russian company Mostovik and built by the Russian prime contractor USK Most, Russki bridge was also a theatre of French engineering operations, using Freyssinet’s “compact” parallel-strand stay cable technology.]]></description>
      <pubDate>Wed, 10 Jul 2013 13:10:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254933</guid>
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      <title>Aux portes de Bordeaux, un pont se leve</title>
      <link>https://trid.trb.org/View/1254935</link>
      <description><![CDATA[Les defis n'ont pas manque pour batir le pont Jacques Chaban-Delmas. Vinci Construction, via l'entreprise GTM sud-ouest TP GC, a pilote le groupement en charge de sa conception-construction. Ce pont, qui relie les quartiers bordelais Bacalan (rive gauche) et Bastide (rive droite), est implante entre le pont de Pierre et le pont d'Aquitaine. C'est un pont a travee levante. Il a ete inaugure en mars 2013. ABSTRACT IN ENGLISH: The design and build for the Jacques Chaban-Delmas Bridge was managed by GTM Sud-Ouest TP GC, a subsidiary of VINCI Construction France. This bridge links the Bordeaux districts of Bacalan (left bank) and Bastide (right bank). It will be open to traffic in the spring of 2013. This project, offering 4 motor car lanes, 2 lanes reserved for buses and 2 foot bridges for pedestrians and cyclists, required slightly more than 3 years’ work. A feature of bridge is its lift span carried by four pylons rising to a height of 75 m. At a rate of 60 to 90 operations per year, the span will rise up to 53 m above the water to allow the passage of liners and masted vessels going back up Gironde estuary to the Port de la Lune in Bordeaux]]></description>
      <pubDate>Wed, 10 Jul 2013 13:10:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254935</guid>
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    <item>
      <title>Une ingenierie francaise aux confins des Balkans</title>
      <link>https://trid.trb.org/View/1254934</link>
      <description><![CDATA[Realise en conception-construction, le pont reliant les villes de Vidin (Bulgarie) et Calafat (Roumanie) porte sur un meme niveau une autoroute 2x2 voies et une voie ferree. Cet ouvrage en beton precontraint, large de 31,35 m et long de 1791 m s'élève a 16 m au-dessus des plus hautes eaux du Danube dont il franchit la passe navigable par trois travees extradossees de 180 m. Ce projet technique d'importance a ete accompli dans un contexte europeen cosmopolite. ABSTRACT IN ENGLISH: The cross-border bridge linking the towns of Vidin (Bulgaria) and Calafat (Romania) carries a two-lane dual-carriageway motorway and a railway track on a single level. Executed on a Design and Build basis, the prestressed concrete bridge is 31.35 m wide and 1791 m long. The bridge crosses the navigable channel of the Danube by means of the three curved 180-metre spans. To ensure project completion, the contractors solved numerous technical problems (regulations, geology, interoperability, etc.) as well as climatic, contractual, administrative and political issues. This major technical project was performed in a cosmopolitan European context under French-English project management (INGEROP (leader) and High Point Rendel)]]></description>
      <pubDate>Wed, 10 Jul 2013 13:10:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254934</guid>
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      <title>A406 - Le viadiuc de la Saone - Contournement sud de Macon</title>
      <link>https://trid.trb.org/View/1254355</link>
      <description><![CDATA[Mis en service en mars 2011, le contournement sud de Macon (A406 - France) relie l'A40, a l'est, au noeud RN79-RN6-A6, au sud de la ville. APRR, maitre d'ouvrage, et son maitre d'oeuvre EGIS se sont appliques a faire de ces 9 km d'autoroute une realisation exemplaire, ou les exigences du developpement durable sont prises en compte a tous les stades de la conception et de la realisation. Fonctionnel et neanmoins harmonieux, le viaduc de franchissement de la Saone temoigne qu'il est possible de concilier l'economie et le respect de l'environnement. ABSTRACT IN ENGLISH:The A406 motorway crosses the flood plain of the Saone River downstream of Macon city. The 450-metre, seven-span viaduct crossing the river forms part of the flood discharge system. The two beams of the composite-structure deck are connected by transverse girders that are extended by cantilever girders under the edges of the slab. The slab was concreted over structurally participating formwork which contributes to its strength. The frame was launched from the embankment on the right edge, built on rigid inclusions passing through the compressible soils. The bridge was designed in accordance with the French design code of 2007, but execution was verified in accordance with the new earthquake resistance codes and the Eurocodes, under preparation at that time. By using large-sized hooped rubber support systems, it was possible to keep the originally planned foundations. The total weight of the frame increased 7.5%, from 2210 to 2375 tonnes.]]></description>
      <pubDate>Wed, 03 Jul 2013 10:22:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254355</guid>
    </item>
    <item>
      <title>Le renforcement du viaduc de Martigues</title>
      <link>https://trid.trb.org/View/1254345</link>
      <description><![CDATA[Construit entre 1969 et 1972, le viaduc emblematique de Martigues supporte 80000 passages quotidiens. Les pathologies actuelles revelent les insuffisances reglementaires et technologiques de l'epoque: fissuration des nervures, degradation des appuis, obsolescence des dispositifs parasismiques. Commences en 2011, le remplacement des appareils d'appuis et la reprise totale de la conception parasismique. Les dimensions de l'ouvrage imposent le recours a des outils et des acces specifiques.ABSTRACT IN ENGLISH: Built between 1969 and 1972, is crossed by 80000 vehicles each day. At present it shows disorders revealing the regulatory and technological shortcomings of that period: evolving rib cracking, damage to support systems, obsolescence of the earthquake resistance devices. The "DIR méditerranée" interdepartmental road board awarded Bouygues TP this repair and strengthening contract. The work started in 2011, comprised longitudinal external prestressing, crack grouting, replacement of the support systems and complete reworking of the earthquake resistance design. Given the size of the structure, special tools and approach routes had to be used.]]></description>
      <pubDate>Wed, 03 Jul 2013 10:22:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254345</guid>
    </item>
    <item>
      <title>Renforcement et gros entretien du pont Canot a Besancon pour le passage de la 1er ligne du tramway</title>
      <link>https://trid.trb.org/View/1254351</link>
      <description><![CDATA[Dans le cadre de la realisation de la 1ere ligne de tramway de Besancon, dont la mise en service est prevue pour 2014, l'amenagement de surface du pont Canot a ete modifie pour accueillir une plate-forme tramway (2 voies) de 20 cm d'epaisseur de beton. L'ouvrage construit en 1949 a l'aide d'arcs en beton non arme sera renforce en materiaux composites et ferra peau neuve au printemps 2013. ABSTRACT IN ENGLISH:Rebuilt in 1949, following its demolition during the Second World War, this bridge is located in the Besancon city centre (France), crossing the Doubs River. It consists of a plain concrete roof and the main structure of three 27-metre spans, each consisting of a deck and reinforced concrete cross ties resting on three plain concrete arches. Originally supporting two road traffic lanes and two footpaths, it was widened in 1979 by means of prefabricated cantilever slabs bonded to the existing top slab in order to receive four traffic lanes and two footpaths. As part of the construction of the first tramway line, the surface layout of the structure was changed to receive two tramway tracks, two traffic lanes and two footpaths. This article analyses the behavior of the main structure, the loading and modeling assumptions, the results obtained and the planned composite material strengthening.]]></description>
      <pubDate>Wed, 03 Jul 2013 10:22:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254351</guid>
    </item>
    <item>
      <title>Pathologie et renforcement du pont de Saint-Nazaire</title>
      <link>https://trid.trb.org/View/1254346</link>
      <description><![CDATA[Aujourd'hui certaines poutres VIPP des tabliers des viaducs d'acces du pont de Saint-Nazaire - Saint-Brevin presentent des defauts affectant les fils de precontrainte, certains etant rompus suite a la corrosion par les chlorures en raison d'enrobage insuffisants. Un renforcement structurel de l'ensemble des poutres du viaduc d'acces sud par precontrainte additionnelle isostatique est ainsi necessaire. Pour realiser les travaux de renforcement, l'entreprise a concu des pontons flottants servant aussi de plateforme de travail une fois hisses sous les traves. ABSTRACT IN ENGLISH:At present, certain independent prestressed beams of the decks of viaducs leading to the Saint-Nazaire - Saint-Brevin bridge have defects affecting the prestressing wires, some of which have broken due to stress corrosion. Structural reinforcement of all the beams of the southern approach viaduct by additional isostatic prestressing is therefore required. Nature of works: - performance of external prestressing, - surface preparation and application of a corrosion inhibitor on the surface of the existing heel, - strengthening of the heel by HA 40 bars coated with tied concrete on the heels, - execution of reinforced concrete anchoring foundations at the ends, - execution of two reinforced concrete deviators 1 m long to absorb the cables' angular deviation forces, - reinforcement against shear force by installing strips of bonded composite materials, - installation of a coating for protection of the concrete cladding over the entire surface of the beams. To perform the strengthening works, the contracto designed floating pontoons also serving as a work platform after being hoisted under the spans.]]></description>
      <pubDate>Wed, 03 Jul 2013 10:22:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1254346</guid>
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    <item>
      <title>Approche performantielle de la durabilite des ouvrages d'art en beton : presentation et exemples d'application sur le reseau de le DIR Centre-Est</title>
      <link>https://trid.trb.org/View/1213747</link>
      <description><![CDATA[L'article presente la nouvelle approche performantielle de la durabilite des ouvrages d'art en beton telle qu'elle est exposee dans le guide technique publie par le LCPC en mars 2010. Il decrit les 6 etapes de cette methodologie : le choix de la duree d'utilisation de projet, la prise en compte des conditions d'environnement et les principaux risques de degradation traites, la selection des indicateurs de durabilite et les specifications associees, la formulation du beton incorporant les epreuves d'etude, les epreuves de convenance et de controle, et la facon de constituer le point zero de la durabilite sur ouvrage. (A). (Titre en anglais : Performance based approach of the durability of concrete structures introduction and examples of application to the network of the Centre-Est DIR)]]></description>
      <pubDate>Thu, 13 Sep 2012 09:45:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1213747</guid>
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    <item>
      <title>PROBLEMS OF EROSION CONTROL ON TROPICAL HIGHWAYS</title>
      <link>https://trid.trb.org/View/1082011</link>
      <description><![CDATA[IN TROPICAL COUNTRIES, EROSION DUE TO RUN-OFF CAUSES HEAVY DAMAGE TO ROAD  WORKS. THE DIFFERENT TYPES OF EROSION ARE DEFINED TOGETHER WITH THE INFLUENCE OF NATURAL CONDITIONS. SPECIFIC CASES OCCURRING IN EQUATORIAL AND TROPICAL REGIONS ARE DESCRIBED. CONTROL METHODS ARE BASED ON TWO BASIC PRINCIPLES: REDUCTION ON RUN OFF AND INCREASE IN THE RESISTANCE OF THE SOIL SURFACE. THE MAIN EROSION CONTROL METHODS ARE ANALYSED, WHICH ARE BASED ON THE MATERIALS AVAILABLE LOCALLY AND ON THE SAFETY LEVEL DETERMINED AS REGARDS EROSION. GEOTECHNICAL INVESTIGATION INTO THE SUSCEPTIBILITY OF SOILS TO EROSION ARE FEW AND FAR BETWEEN, THEIR AIM BEING EITHER TO DEFINE A CRITERION OF EROSION SUSCEPTIBILITY OR TO QUANTIFY THE LIMIT CARRYING FORCE AT WHICH EROSION BEGINS. THE AUTHOR CONCLUDES BY STRESSING THE NEED FOR AN APPLIED RESEARCH PROGRAMME THE BROAD OUTLINE OF WHICH IS DEFINED WITH A VIEW TO SETTING UP EROSION CONTROL RULES WHICH WOULD LEAD TO IMPORTANT SAVINGS IN ROAD INVESTMENTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 18:57:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1082011</guid>
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