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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>DESIGN OF FLUIDIZER SYSTEMS FOR COASTAL ENVIRONMENT</title>
      <link>https://trid.trb.org/View/409529</link>
      <description><![CDATA[This technical paper describes fluidization and the design of fluidizer systems--a culmination of 15 years of research into fluidization phenomena.  Flow emanating from perforations in buried pipe can create a trench of specified length, width, and depth for coastal applications, such as sand bypassing and channel maintenance.  The authors present a design methodology for selection of fluidizer pipe diameter; fluidizer hole orientation, size, and spacing; and flow rate and pressure requirements for achieving full fluidization.  Other system components--such as materials, installation techniques, clear-water intake, and slurry-removal mechanisms--should be chosen with guidance.  A design example illustrates a fluidizer system in a deep channel in an inlet to a marina.]]></description>
      <pubDate>Sat, 24 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409529</guid>
    </item>
    <item>
      <title>FEDERAL INTEREST IN EFFECTIVE TRANSPORTATION USE OF MAJOR RIVER NAVIGATION SYSTEMS</title>
      <link>https://trid.trb.org/View/166186</link>
      <description><![CDATA[The essential elements of major river navigation systems and the federal interests that have an impact on their effective use are discussed.  Optimal use of these systems is stressed as a national goal in these energy-conscious times.  The public and federal regime in which the waterways industry must operate and specific federal programs of interest are discussed.  These include channel design and maintenance, water resources management, navigational aids, alteration of obstructive bridges, regulation of movable bridges, and bridge construction permits.  The commercial vessel safety program of the U.S. Coast Guard and waterways improvement efforts of the U.S. Army Corps of Engineers are outlined.  Coast Guard experience in preventing and responding to incidents of oil pollution and the growing concern about hazardous-materials accidents are examined.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166186</guid>
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      <title>COST AND ECONOMIC ANALYSIS OF NAVIGATIONAL CHANNEL DREDGING</title>
      <link>https://trid.trb.org/View/167241</link>
      <description><![CDATA[The cost analysis presented includes consideration of cost of capital dredging, cost of spoil disposal, cost of maintenance dredging, capital cost of navigational aids, maintenance cost of navigational aids, and environmental impact on fisheries, recreation, community, and related costs.  Equations are presented for the calculation of costs of maintenance dredging.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167241</guid>
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    <item>
      <title>DREDGING</title>
      <link>https://trid.trb.org/View/157267</link>
      <description><![CDATA[A wide-ranging review which discusses developments in dredging technology and their application in the field.  It covers a history of dredging; dredging and siltation--cause and effect; the behaviour of the dredged area of Walney Channel; the investigation of spoil movement in the Firth of Forth using radioactive tracers; the use of tracers to determine infill rates in projected dredged channels; the development of The River Tees--deepening, widening, and extension of the navigable channel; recent research developments in hydraulic dredging; reclamation dredging and instrumentation; towards automation in inshore hydrographic surveying.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157267</guid>
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    <item>
      <title>MODEL TESTS PROJECTED DEEPENING OF BALTIMORE HARBOR CHANNELS</title>
      <link>https://trid.trb.org/View/153693</link>
      <description><![CDATA[The paper reports a study on the effects of deepening the existing 42-foot navigation channels leading to Baltimore Harbor to 50 feet.  The model study was conducted to examine what effect the enlarged channels would have upon tidal heights, velocities, and salinities.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153693</guid>
    </item>
    <item>
      <title>CHANNEL WIDENING EASES SHIP NAVIGATION</title>
      <link>https://trid.trb.org/View/153677</link>
      <description><![CDATA[The paper reports how fast-paced action involving regulatory permits, computer testing, and excavation by crane and bucket eliminated a 45-deg ship channel dogleg and won th Port of Miami its bid to house the SS Norway, the world's longest passenger vessel.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153677</guid>
    </item>
    <item>
      <title>COMPUTER SIMULATION OF GREAT LAKES-ST. LAWRENCE SEAWAY ICEBREAKER REQUIREMENTS</title>
      <link>https://trid.trb.org/View/149813</link>
      <description><![CDATA[This report describes a computer simulation developed as a planning tool to aid in establishing future icebreaker requirements for the Great Lakes-St. Lawrence Seaway as a function of projected cargo tonnage, trade routes, winter severity, vessel icetransiting capabilities, vessel operating restrictions, and alternate icebreaking plans and operating concepts (direct assistance, convoying, and channel ice clearing).  The simulation allows the user to determine benefits in terms of reduced commercial transit time, reduced shipping cost and increased fleet tonnage capacity; to assess the impact of user charges on shipping costs; and to investigate alternate fleet mixes of icebreakers and icebreaking tugs and their assigned areas of operation.  The simulation has the following two operating modes: (1) a fixed fleet of icebreakers; and (2) maximum response time where the required icebreaker fleet is determined internally.  In addition to describing the simulation, this report also presents validation of the simulation based on U.S. Coast Guard records for the 1975-76 winter navigation season, and the results, conclusions, and recommendations of ten (10) production runs performed to examine the effect on icebreaker requirements of: (1) 20% increase in cargo over the year 2000 projections; (2) convoys; (3) winter severity; (4) imposed vessel restrictions; (5) channel ice clearing; and (6) prohibiting icebreaking tugs from convoying.  Based on these runs, a preliminary icebreaker fleet for the Great Lakes was generated to handle the projected cargo in the year 2000.]]></description>
      <pubDate>Mon, 09 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149813</guid>
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    <item>
      <title>GENERAL DESIGN AND EIS, HUMBOLDT HARBOR AND BAY, CALIFORNIA. NAVIGATION IMPROVEMENTS</title>
      <link>https://trid.trb.org/View/82962</link>
      <description><![CDATA[Existing tonnages and trends in oceanborne commerce in Humboldt Harbor have been determined, with a finding that the need for navigation improvements is more critical now than anticipated when the project was authorized in 1968 on the basis of projections and findings set forth in the Project Document (H. D. No. 330, 90th Congress, 2d Session). The economics of the project have been completely reevaluated and it is agreed that timely initiation of the work of deepening the North Bay Channels from their existing 30-foot depth to their authorized depth of 35 feet is imperative to efficient and safe operation of the harbor in its accommodation of the larger, deep draft vessels now in use for transocean shipment of logs, lumber, wood pulp, chips and other bulk forest products. Economic transportation, particularly waterborne transportation, is fundamental to maintenance of a competitive timber industry and the economic well-being of the five county tributary area of Humboldt Bay and Harbor. The environmental aspects are also considered.]]></description>
      <pubDate>Wed, 11 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82962</guid>
    </item>
    <item>
      <title>PUBLIC PORT FINANCING IN TEXAS: AN OVERVIEW OF CURRENT PRACTICES, ALTERNATIVES, AND FUTURE NEEDS</title>
      <link>https://trid.trb.org/View/69496</link>
      <description><![CDATA[Waterborne commerce is of critical importance to the Texas economy, and over 60 percent of all tonnage transported in the state moves by water. Most commodities so transported are low cost bulk goods: petroleum, petroleum products, chemicals and agricultural products. These four broad commodity groups represent the bulk of the state's industrial base. Texas plans to maintain a strong marine commerce system, and will need adequate financial resources for channel construction, facility development, and other facets of maintaining and operating the system. This report details existing financial tools available and current financial conditions, and presents some questions regarding the efficacy of existing resources to meet future needs. The deep-draft activity centers of the marine commerce system are the logical focus for this report.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69496</guid>
    </item>
    <item>
      <title>IOWA DOT STAFF WATERWAY USER CHARGE PROPOSAL</title>
      <link>https://trid.trb.org/View/55931</link>
      <description><![CDATA[The Iowa DOT reviewed Corps of Engineers accounting records to determine the costs of operating and maintaining a 300 mile section of the Mississippi River.  An Analysis of accounts was made, and costs were separated into channel and lock maintenance components.  The Iowa ODT examined the impact of assessing 43% of the attributable charges against the barge companies, ...an amount comparable to that paid by the trucking industry for the publicly-owned highway system. The results were: 3found per gallon of fuel, $32 per single lockage.  The above waterway user charges would cause a 3% to 4% increase in barge rates (e.g., Davenport to New Orleans from $5.32/ton to $5.47/ton, or +1/2found/bushel).  Such rates do not appear sensitive to variations in the 43% cost-coverage assumption, since a plus minus 10% change = plus minus 1% rate change.  The proposed charges would generate $75 to $100 million annually across the nation. User charges were not recommended for recreational boaters. The Iowa DOT urges further study to determine whether the 300 mile section studied is nationally representative in its maintenance costs, standards, and the analytical methodology used.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/55931</guid>
    </item>
    <item>
      <title>PREDICTIVE METHOD FOR ASSESSING THE IMPACT ON MAINTENANCE DREDGING IN AN ESTUARY</title>
      <link>https://trid.trb.org/View/52995</link>
      <description><![CDATA[The physical, chemical and biological processes which are altered during a typical maintenance dredging operation are analyzed.  A conceptual model is used to relate the various processes and to serve as a guide in preparing dynamic models for quantification of key parameters such as suspended sediment transport and deposition.  Actions and processes during the dredging and post-dredging period are discretely separated into dredging, spoiling and equilibration categories.  Equilibration in the estuary is manifested in adjustments in the system hydraulics to satisfy the basic laws of conservation of mass and energy, and recruitment, colonization and re-establishment of benthic communities for the new set of environmental conditions.]]></description>
      <pubDate>Wed, 22 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52995</guid>
    </item>
    <item>
      <title>FINAL ENVIRONMENTAL IMPACT STATEMENT, DREDGE RIVER CHANNEL: NAVAL SUBMARINE BASE, NEW LONDON, GROTON, CONNECTICUT. SUPPLEMENT. VOLUME 3</title>
      <link>https://trid.trb.org/View/43289</link>
      <description><![CDATA[This report collects in one bound volume the four quarterly reports of the first year's studies. This Volume is used to complement both the draft and final Volume 1 of the Supplement.]]></description>
      <pubDate>Sat, 04 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/43289</guid>
    </item>
    <item>
      <title>OPTIMUM DREDGED DEPTH IN INLAND WATERWAY</title>
      <link>https://trid.trb.org/View/36587</link>
      <description><![CDATA[Criteria for optimum depths in the inland waterway network is minimized value of the sum: cost of tow industry plus cost of waterway structures, in the open rivers mainly cost of dredging.  Volume of dredging may be estimated by use of the relationships between the most important hydrological and morphological parameters that determine the degree of stability of riverbed.  If extensive dredging is planned, it is necessary to take into account a change of hydraulic parameters of river that will be followed by a lowering of the water level and depth in the channels.  In the reaches of open river with sufficient large seasonal oscillation of water levels, it is important to calcualte average usable (seasonal or annual) depth and draft on base of relationships between water level and controlling depth. The plan described in the paper represents a simple way for solution to the problem of optimal channel depth, useful for planning purposes and economic estimates.]]></description>
      <pubDate>Wed, 10 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36587</guid>
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