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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>MODEL STUDIES OF EFFECTS ON LUNAR SOIL OF CHEMICAL EXPLOSIONS. DISCUSSION AND CLOSURE</title>
      <link>https://trid.trb.org/View/464414</link>
      <description><![CDATA[A discussion of a paper with the aforementioned title by Lin, Goodings, Bernold, Dick, and Fourney, published in this journal (Volume 120, Number 10, October 1994), is presented.  The discussers--Charlie, Taylor, and Brownell--comment on the use of the geotechnical centrifuge to model explosive craters on the surface of the Moon.  The discussers state that the six model tests described in Table 7 do not appear to correlate well.  The discussers ask the authors if information on benefit-cost ratio for using explosives on the Moon is available.  Regarding terminology, the discussers suggest that "density" replace "unit weight".  Finally, the discussers report that ejecta may go extremely far on the Moon and could even escape.  Discussion is followed by closure from the authors.]]></description>
      <pubDate>Thu, 26 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464414</guid>
    </item>
    <item>
      <title>ENGINEERING PROPERTIES AND APPLICATIONS OF NUCLEAR EXCAVATIONS</title>
      <link>https://trid.trb.org/View/102489</link>
      <description><![CDATA[THE USE OF NUCLEAR EXCAVATION FOR ENGINEERING PROJECTS DEPENDS NOT ONLY ON THE SIZE OF THE EXCAVATION BUT ALSO ON THE PROPERTIES OF THE MATERIAL IN AND AROUND THE EXCAVATION. IN A NUCLEAR EXCAVATION SEVERAL GENERAL ZONES ARE EVIDENT, INCLUDING THE TRUE AND APPARENT CRATER, CRATER FALLBACK AND LIP THROWOUT MATERIAL, GROUND UPHEAVAL, AND THE RUPTURE AND PLASTIC ZONES. THE PROPERTIES OF THE MATERIAL IN THESE ZONES ARE DEPENDENT ON ORIGINAL MEDIUM CHARACTERISTICS AND THE EFFECTS OF THE DETONATION. THE HYPERBOLIC SHAPE OF A CRATER LENDS ITSELF TO GOOD SLOPE STABILITY. THE PROBLEM OF SLOPE STABILITY IN SOILS OR HIGHLY WEATHERED ROCK WILL BE MORE ACUTE THAN IN COMPETENT ROCK. THE CONDITION OF THE RUPTURE ZONE, THE AMOUNT OF SURCHARGE ON THE CRATER LIP, AND GROUND SHOCK FROM LATER DETONATIONS IMPOSE ADDITIONAL PROBLEMS TO SLOPE STABILITY EVALUATION. THE FALLBACK MATERIAL WILL OBTAIN A CERTAIN AMOUNT OF DYNAMIC COMPACTION AS A RESULT OF THE MATERIAL FALLING FROM HEIGHTS OF SEVERAL HUNDRED FEET. FURTHER FOUNDATION STABILITY, IF NECESSARY, CAN BE ACCOMPLISHED BY STANDARD TECHNIQUES. SEVERAL APPLICATIONS OF NUCLEAR EXPLOSIVES IN THE HIGHWAY ENGINEERING FIELD APPEAR FEASIBLE, INCLUDING EXCAVATION OF ROADWAY CUTS, AGGREGATE PRODUCTION BY OPEN PIT MINING, DRAINAGE DIVERSION OR INTERCEPTION BY CRATERS, AND LANDSLIDE REMOVAL, ENCOURAGEMENT, OR STABILIZATION. THE FEASIBILITY OF USING LARGE-YIELD EXPLOSIONS FOR ENGINEERING PROJECTS HAS BEEN DEMONSTRATED IN THE U.S.S.R. DURING THE LAST 20 YR, MANY LARGE-YIELD CONVENTIONAL EXPLOSIVES HAVE BEEN USED FOR EXCAVATION, MINING, AND DAM CONSTRUCTION. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102489</guid>
    </item>
    <item>
      <title>NONDESTRUCTIVE TESTS FOR DETECTING DISCONTINUITIES IN ALUMINUM ALLOY ARC WELDS</title>
      <link>https://trid.trb.org/View/110055</link>
      <description><![CDATA[THIS PAPER DESCRIBES AN INVESTIGATION CONDUCTED TO EVALUATE RADIOGRAPHIC AND ULTRASONIC PROCEDURES FOR DETECTING 14 TYPES OF DISCONTINUITY IN TIG OR MIG ARC WELDS IN 2219-T87 ALUMINUM ALLOY PLATE, AND TO DETERMINE THE EFFECTS OF THESE DISCONTINUITIES ON THE STATIC STRENGTH OF THE WELDED JOINTS. THE DISCONTINUITIES STUDIED WERE MICROPOROSITY, LINEAR POROSITY, SCATTERED POROSITY, OXIDE INCLUSIONS, TUNGSTEN INCLUSIONS, LACK OF INTERPASS FUSION, LACK OF ROOT FUSION, LACK OF SIDE FUSION, INCOMPLETE ROOT PENETRATION, CRATER CRACKS, LONGITUDINAL CRACKS, CRATERS, UNDERBEAD FOLDS AND WELD BEAD OVERLAPS. THE WELDS WERE EXAMINED METALLOGRAPHICALLY TO AID IN ESTABLISHING OR CONFIRMING THE TYPES OF DISCONTINUITY PRESENT. ALTHOUGH THE ABOVE WORK WAS DONE ON 2219-T87 ALUMINUM ALLOY PLATE, THE NONDESTRUCTIVE TESTS EMPLOYED COULD ALSO BE APPLIED TO OTHER ALUMINUM ALLOYS. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110055</guid>
    </item>
    <item>
      <title>DYNAMIC COMPACTION ANALYSIS</title>
      <link>https://trid.trb.org/View/366678</link>
      <description><![CDATA[Dynamic compaction is a well-established soil improvement technique used to densify loose deposits of cohesionless soil by means of high energy impact.  This paper describes a simplified model that can predict the crater depth resulting from pounder penetration and the depth and level of soil improvement beneath the impact location.  Case histories of two dynamic compaction projects are analyzed to demonstrate the viability of the proposed model.  The approach uses a simplified and effective model based on the 1-dimensional wave equation.]]></description>
      <pubDate>Sat, 21 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366678</guid>
    </item>
    <item>
      <title>GRAVITY-SCALED TESTS ON BLAST-INDUCED SOIL-STRUCTURE INTERACTION</title>
      <link>https://trid.trb.org/View/282695</link>
      <description><![CDATA[Centrifuge model tests were conducted on models of flexible shallow tunnels in dry sand subject to blast loading from nearby high-energy explosives.  Experiments were conducted with varying centrifugal accelerations (from 1 g to 97 g) on 2.5- to 5-cm-diameter model tunnels made of thin brass and aluminum sheet.  Buried, 1/2-g and 1/16-g pentaerythritol tetranitrate (PETN) explosive charges were detonated at a distance of 0-2 diameters from the tunnels during centrifugation.  It appears that for flexible tunnels which are exposed or nearly exposed by the crater, significant damage to the tunnel occurs during crater excavation.  The intense flow which occurs in the soil near the crater appears to be the major cause of distortion of the tunnel and the shock wave itself is often less significant.  The distance from the tunnel to the crater appears to be a more significant factor than the distance from the tunnel to the charge in causing damage to flexible tunnels.  Since gravity influences the cratering process, and consequently influences the soil-structure interaction, it is important to conduct scale-model tests of this type of event on a centrifuge.  The centrifuge scaling laws were verified by conducting modeling of models tests using 1/97- and 1/48.5-scale tests.  Cratering efficiency is also compared to that measured by other researchers with reasonable agreement.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282695</guid>
    </item>
    <item>
      <title>CRATER REPAIR OF NORTH AUXILIARY AIRFIELD, SOUTH CAROLINA</title>
      <link>https://trid.trb.org/View/268780</link>
      <description><![CDATA[This study was conducted to evaluate two rapid runway repair techniques.  Two craters, designated west and east, were blown in an east-west runway located at North Auxiliary Airfield, South Carolina.  The west crater was repaired using US Air Force Europe's precast slab technique.  The slabs used for repair were imported from Germany and placed over a ballast rockleveling course base.  The east crater was repaired with a fiberglass foreign object (FOD) cover placed over crushed stone base (ballast rock choked with a graded stone).  Repairs were made by a Prime BEEF Team from Charleston Air Force Base under the supervision of Air Force Engineering Services Center personnel.  After the craters were repaired, traffic was applied to the repairs with an F-4 aircraft and a specially designed single-wheel test cart which simulated F-4 and F-15 aircraft traffic.  The sequence of test traffic applied to the crater repairs was as follows: (a) proof-testing the repairs with the F-4 test cart, (b) F-4 aircraft operations, (c) F-15 test cart traffic, and (d) F-4 test cart traffic.  The findings from the traffic testing of the crater repairs are given.]]></description>
      <pubDate>Sun, 31 Aug 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/268780</guid>
    </item>
    <item>
      <title>FIELD TESTS OF RAPID REPAIR METHODS FOR BOMB-DAMAGED RUNWAYS (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/204575</link>
      <description><![CDATA[Rapid repair of bomb-damaged runways is of vital concern to the U.S. Air Force.  The results of field tests conducted under the direction of the Air Force Engineering and Services Center at Tyndall Air Force Base are presented.  These tests were of various rapid rapair techniques that use methyl methacrylate (MMA) polymer concrete.  This includes both user-formulated and commercially available MMA polymer concrete.  Both spalls and craters were repaired.  Full-depth polymer-concrete (PC) repairs, at-grade precast units, and precast units with PC caps are reported.  The repairs were trafficked with both F-4 (27,000-lb single wheel) and C-141 (144,000-lb dual-tandem wheel) load carts.  All of the crater repairs performed satisfactorily as did most of the spall repairs, which demonstrated the feasibility of using PC methods for the rapid repair of bomb-damaged runways.]]></description>
      <pubDate>Fri, 28 Sep 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204575</guid>
    </item>
    <item>
      <title>INTERIM REPORT OF FIELD TEST OF EXPEDIENT PAVEMENT REPAIRS (TEST ITEMS 1-15)</title>
      <link>https://trid.trb.org/View/155592</link>
      <description><![CDATA[This report describes field tests of fifteen materials that showed potential for use in temporary, expedient repair of bomb craters in runways. The test facility consisted of a concrete surface placed over a crushed limestone base which in turn lay over a weak clay subgrade. Three 20-foot by 20-foot square sections were left open in the concrete to serve as test pits. The test facility was so constructed to allow for simulation of small bomb craters in a typical North Atlantic Treaty Organization runway. The test materials were used to repair the "craters" in the pavement. Upon completion of each repair, the resulting surface was tested with a load cart constructed to give the same load that would be experienced from taxiing of a modern fighter aircraft. This report describes the result of each of the tests and identifies areas requiring further research. (Author)]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155592</guid>
    </item>
    <item>
      <title>REDUCING NOISE RADIATED BY DIESEL ENGINES - PART 2</title>
      <link>https://trid.trb.org/View/87551</link>
      <description><![CDATA[The second part of the article on the reduction of diesel engine noise concentrates on treatments for crankcase and cylinder blocks, valve gear covers and sump.  The most important area of the engine surface to consider when planning surface treatments is considered to be the crankcase/cylinder block casting, and the problems associated with modes of vibration which cause significant contributions to the overall noise is discussed.  The diagnosis of test results obtained by adopting a multi-stage approach to the problem is described.  It is suggested that most of the required results may be obtained from the use of 1/3-octave band surface vibration diagnostic techniques, and the various stages are described in sequence for clarity. Reference is made to associated design modifications, and an example is quoted whereby the vibration at the centre of the crankcase panels of one engine was reduced by 14 db at the first panel resonance and by 4-7 db in 1/3-octave bands below this frequency. Reference is made to the effects of weight and stiffness, and isolation of components and covers by means of rubber gaskets and nebar sandwich materials composed of rubber-bonded cork gasket material covered by steel.  The effects of a combination of treatments, leading to a reduction of 5 db or more are graphically illustrated. /TRRL/]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87551</guid>
    </item>
    <item>
      <title>IMPROVED MECHANICAL EXCAVATION, PERFORMANCE INDICATORS OF DRAG-BITS AND BUTTON INSERTS</title>
      <link>https://trid.trb.org/View/48989</link>
      <description><![CDATA[A series of experiments using different drag bits was conducted in order to determine the cutting characteristics of marble and granite. The experiments were conducted with a linear cutting apparatus and with a universal testing machine equipped with a special adapter for the button inserts. The experiments determined the optimum and the critical spacing and the variation of cutting characteristics with maximum normal force. For each experiment the following output parameters were measured or calculated: normal force, cutting coefficient, muck weight, specific energy, groove width or crater diameter, groove or crater spacing, largest chip size, and fineness modulus. On the basis of the results of these experiments, a set of guidelines for field applications of the results of this work was developed. It was concluded that the fragmentation process is greatly influenced by the distance between neighboring grooves or craters. However, the values of optimum and critical spacing can be obtained from any small set of the output parameters. If the type of cutting element and the rock type are not carefully matched, the fragmentation operations will become inefficient and possibly ineffective.]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48989</guid>
    </item>
    <item>
      <title>FAILURES IN LIMESTONES IN HUMID SUBTROPICS-DISCUSSION</title>
      <link>https://trid.trb.org/View/45670</link>
      <description><![CDATA[The case of a landslide in Miocene clayey sand in Florida is described, comments are made regarding similar landslides in the Netherlands, and questions are asked regarding the decrease of density of a sand deposit.  The Florida landslide occurred in partially indurated clayey sands, in flat-lying region into which a stream valley had been eroded.  The alide crater was circular, and the slide had developed by retrogressive slumping from the sides of crater towards the center.  Similar landslides have occurred in silty and clayey sands along the Netherlands coast, by the banks of large rivers, and in Norwegian fjords.  The similarities between the behavior of these soils and the very sensitive clays in which the same landslide mechanisms occur are due to the looseness of the resulting metastable nature of the structures of the soils. The difference between the Florida soils and other soils is age.  Under normal circumstances and as the result of erosion, ground-water level fluctuations, and tectonic disturbances, it is expected that the very old sandy soils are denser and not likely to fail in comparable fashion to young loose sandy soils.  The questions are asked as to why Florida's very old clayey sand exists in a loose condition, and if the dissolution of sand grains can cause the density of a sand to decrease?]]></description>
      <pubDate>Wed, 23 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45670</guid>
    </item>
    <item>
      <title>A CONCEPT FOR RAPID REPAIR OF BOMB-DAMAGED RUNWAYS USING REGULATED-SET CEMENT</title>
      <link>https://trid.trb.org/View/27810</link>
      <description><![CDATA[A concept of a system using regulated-set cement for the rapid repair of bomb-damaged runways is presented herein. Bomb craters formed by the explosion of 750-pound bombs beneath the pavement are repaired by concurrently filling the lower regions of the crater with the ejecta from the crater and a regulated-set cement cellular concrete.  As filler nears the top of the crater, the ejecta is omitted & stronger cellular concrete is placed as the subbase material.  A regulated-set cement mortar is placed as the wearing surface.  This repair can be applied to make runways operational 4 hours from the start of the repair. The concept was evaluated by repairing a number of smaller craters using the equipment and procedures developed for the repair concept.  The equipment consists of portable, continuous batching and pumping equipment.  The evaluations indicated that the equipment possessed sufficient flexibility to repair everything from potholes to full-size craters.  The regulated-set cement repair materials could be pumped several hundred feet with this equipment.  The repaired surface was level with surrounding pavement surfaces.  All regulated-set cement repairs are permanent and do not have to be upgraded or removed and replaced. When used as a subbase material, regulated-set cement cellular concrete can be proportioned to exceed the normal rigid-pavement bearing strength requirements.  The early-age flexural strengths of regulated-set cement sanded mortars are adequate for use in rigid pavements.  Implementation of the regulated-set cement repair concept reduces manpower requirements approximately 25 percent from that required in present repair procedures.  The level of manpower skills required is similar to those presently used.  Existing rapid-repair equipment kits would have to be modified for needed.  Full-scale crater repairs are recommended for further evaluation of the concept.  A sample specification for the continuous batching-pumping equipment is contained in Appendix A.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/27810</guid>
    </item>
    <item>
      <title>ENGINEERING PROPERTIES OF EXPLOSION-PRODUCED CRATERS</title>
      <link>https://trid.trb.org/View/138253</link>
      <description><![CDATA[The study of the engineering properties of nuclear-explosion-produced craters has thus far been limited primarily to the Sedan crater in desert alluvium and the Danny Boy crater in basalt.  Extensive preshot and postshot field and laboratory investigations have been made to evaluate the preshot engineering properties of the media and the changes which occur in these properties as a result of the explosions.  In addition to changes in basic engineering praperties, such as density and shear strength, large-scale effects such as strata distortion, displacements, and fracturing in the cratered media have been investigated.  Results of the studies of the Sedan and Danny Boy craters are presented.  The nature and characteristics of the fallback materials and disturbed materials beyond the crater are presented.  Various engineering problems associated with the use of explosion-produced craters are outlined and the limitations imposed on the use of cratering for excavations because of the scarcity of empirical data are discussed.]]></description>
      <pubDate>Tue, 31 Dec 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138253</guid>
    </item>
    <item>
      <title>NUCLEAR EXPLOSIVES IN CIVIL CONSTRUCTION</title>
      <link>https://trid.trb.org/View/139899</link>
      <description><![CDATA[Nuclear explosions offer a means of reducing both costs and time for some types of major civil construction projects. Hardrock can be rapidly and predictably reduced to high-quality aggregate. Linear craters resulting from five or more simultaneous explosions can be connected to form cuts for use in highway, railroad, and canal construction. Broken rock for aggregate is produced in maximum amount by burial of the nuclear explosive deeper than for normal cratering; the result is a mound of rubble rather than a depression. The size distribution of the rubble depends primarily on the physical properties of the pre-explosion rock, especially the natural fracture characteristics. Costs are estimated at 10found per ton for a 10-kt explosion. Multiple charges produce linear craters whose shape, depth, and width depend on charge yield and spacing. Optimum conditions result in a trench with scalloping of less than 10 percent of the average width, and rubble at the trench ends of less than 3 percent of the total ejecta. Seismic shock problems are minimized by blasting the cut in separate connecting sections. Current research efforts are directed to obtaining experience and to gaining better understanding of variable (such as those resulting from surface topographic irregularities and variable geologic conditions) as they pertain to problems of crater slope stability and the use of crater fallback as foundation material. Significant recent cratering experiments in hard rock include three with nuclear explosives and eight with large chemical high explosives. /AUTHOR/]]></description>
      <pubDate>Tue, 31 Dec 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/139899</guid>
    </item>
    <item>
      <title>BIRCH CREEK PINGO, ALASKA</title>
      <link>https://trid.trb.org/View/141529</link>
      <description><![CDATA[The Birch Creek pingo is a large open-system pingo near Circle, Alaska. The top of the pingo has collapsed, forming a crater which is partly filled by a shallow pond. The stratigraphy exposed in the bluffs of the crater suggests that there was permafrost in the area during the period 6950 +/- 400 yr B.P. to 5720 +/- 65 yr B.P., which coincides with the postglacial thermal maximum. The local base level has been reduced at least 5 ft in the last 5720 +/- 65 yr, and the pingo has been updomed during this time.]]></description>
      <pubDate>Thu, 19 Dec 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141529</guid>
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