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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>
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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>Indentation Tests on Lake Ice</title>
      <link>https://trid.trb.org/View/1395785</link>
      <description><![CDATA[The objective of this paper is to study effective local pressures.The paper presents results of ice indentation tests that were made on a freshwater lake in winters 1997-2000. Tests were done on the natural ice cover of the lake and also on models of the consolidated part of ice ridges with zero porosity. In the course of the tests, stiff and flat metal plates of different areas (b x h) of 10 x 10 cm², 25 x 15 cm² and 40 x 40 cm² were pushed horizontally into the vertical and flat edge of the ice feature. The tests were done at an average strain rate of 10⁻⁴ 1/sec. The thickness hᵢ of the ice feature varied from 25 cm to 40 cm. The value of the local effective pressure was studied as a function of the plate area, the uniaxial compressive strength Rc and the ice thickness.]]></description>
      <pubDate>Thu, 28 Jan 2016 09:02:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395785</guid>
    </item>
    <item>
      <title>Measurement of Ice Forces and Interfacial Pressure during Medium-Scale Indentation Tests In Japan</title>
      <link>https://trid.trb.org/View/1395567</link>
      <description><![CDATA[Use of tactile sensors during small-scale and medium-scale indentation tests has produced data on interfacial pressure generated during ice-structure interaction. These data have revealed information on the ductile and brittle crushing processes that are active during low and high indentation rates, respectively. In this paper, the authors make use of the force measurements to calibrate the tactile sensors at one instant of a force record. After comparing forces obtained from tactile sensors with those measured by load cells, the authors present data on average contact interfacial pressure as well as effective pressure during brittle crushing of ice. The authors compare the effective pressure measured during these tests with those measured during small-scale indentation tests and full-scale measurements of ice forces on the Molikpaq structure.]]></description>
      <pubDate>Thu, 28 Jan 2016 09:01:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395567</guid>
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    <item>
      <title>Medium-Scale Field Ice Indentation Test － Winter 1996-2000 Test Program</title>
      <link>https://trid.trb.org/View/1395542</link>
      <description><![CDATA[Field ice indentation tests were conducted during the winters of 1996 to 2000. The purpose of this study was to investigate ice failure mechanisms in ice-structure interfaces, e.g., ice failure mode, simultaneous versus non-simultaneous failure of ice, independent ice failure zone size, and distribution of ice pressure in the ice-structure interface and factors influencing it. Tests were conducted with indentor widths of 0.6 to 6.0m, ice thicknesses of 100 to 400mm and indentation velocities of 0.3 to 30mm/sec. Some of the experimental apparatuses were newly developed: indentor with a maximum width of six meters, hydraulic servo-jack controlling the velocity of model structures, and two-dimensional pressure sensing panels to measure interfacial pressure during tests. Utilizing the resulting 2-D ice pressure data, the mechanism of continuous ice pressure generation during ice indentation tests is analyzed. The paper determines the dependence of (W/h), (V/h) and (h) on indentation pressure (Pt).]]></description>
      <pubDate>Thu, 28 Jan 2016 09:01:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395542</guid>
    </item>
    <item>
      <title>Reconnaissance-Level Laser Scan of Highway Surface Revealed Slight Depression above Buried Pipeline</title>
      <link>https://trid.trb.org/View/1272415</link>
      <description><![CDATA[A reconnaissance-level laser scan survey conducted as part of a consulting project to repair subsurface voids above two pipelines crossing a major divided highway revealed a slight depression across one of the lanes. The two pipelines were installed with jack-and-bore methods approximately 10 years apart. The repair project was initiated immediately after sinkholes were discovered by the pipeline company. The initial response was to fill sinkholes with surface soils or flowable fill. A geotechnical investigation, accomplished with vacuum truck probes and one test pit, revealed voids and a program of grouting with limited-mobility displacement grout was recommended to fill voids and compact loose soil. Grouting was accomplished in vertical pipes in the northbound lanes and parts of the median and shoulder. Grout pressure criteria and local manometer readings on the ground surface were used to minimize expected ground heave. Reconnaissance-level laser scanning of the highway surfaces was performed before and after grouting to document potential grouting-induced elevation changes. Arbitrary coordinates were used for the scanner surveys, the locations of which were related to distinctive features on nearby steel lattice electrical transmission towers. Error in the laser scan data varied with distance from the scanner setup location and was attributed to windy conditions, including air blasts generated by passing vehicles. Both sets of laser scan survey data showed that the grouting caused no detectable change in the road surface elevation. The laser scan survey revealed a slight depression in one the highway lanes over one of the pipelines at a location that was not identified by visual examination of the highway surface or adjacent to voids encountered in vacuum probe holes. The largest amount of grout (4.05 m³) injected at a single point on the entire void-repair project was in the shallow depression revealed by the laser scan survey.]]></description>
      <pubDate>Mon, 14 Jul 2014 16:50:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1272415</guid>
    </item>
    <item>
      <title>Asphalt Technology in Chile: Leading Research and Practice</title>
      <link>https://trid.trb.org/View/1306568</link>
      <description><![CDATA[When it comes to asphalt technology in Chile, the state of the practice is very empirical. With traditional testing, binders are specified. Using the Marshall method, mixtures are designed. The majority of mixes used currently are dense graded. Using procedures based on American Association of State Highway and Transportation Officials (AASHTO) 93, flexible pavement design is carried out. With the expectation of important changes, important research projects are currently underway. One such project is a large one focusing on optimizing mixtures for overlays. Advanced rheological and performance characteristics of binders and mixtures are involved. Another such project is for the implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG) in Chile; this includes developing an initial database for traffic, weather, and material characterization for mechanistic pavement design. Modeling of indentation testing on asphalt binders, research on foamed asphalts, and distress model calibration efforts are among some other research initiatives.]]></description>
      <pubDate>Thu, 24 Apr 2014 11:58:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1306568</guid>
    </item>
    <item>
      <title>Aerial Characterization of Karst for Wind Development</title>
      <link>https://trid.trb.org/View/1303181</link>
      <description><![CDATA[Wind energy developments encompass large tracts of land, and assessment and characterization of those areas is essential for proper planning and assessing feasibility of development. These sites are typically more than 1,000 hectares (many square miles). In areas where carbonate or evaporate geologies predominate, assessment of karst features is necessary to evaluate development risks associated with foundation and roadway construction and long-term subsidence/collapse risk for the proposed facilities. A simple measure of these risks can be assessed by identification of the presence and distribution of karst collapses and depressions within the wind energy site. This paper presents the use of aerial imagery and digital modeling to identify surface depressions. The paper presents the methodology and verification measures used to assess a proposed wind energy site of more than 8 square miles. Ground truth was established by visual reconnaissance on foot using global positioning system (GPS) location and showed the aerial mapping to be accurate to within fractions of a meter. The paper presents the findings and demonstrates that aerial and digital tools are an economical and highly accurate method for assessing the presence of karst features and is a useful tool for characterization of large areas.]]></description>
      <pubDate>Tue, 22 Apr 2014 16:07:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1303181</guid>
    </item>
    <item>
      <title>Development of a Model to Accurately Predict the Conditions of Carrier Pipe within Casings Based on Conditions at the Casing Ends</title>
      <link>https://trid.trb.org/View/1261694</link>
      <description><![CDATA[The objective of this project is to develop a general model that will allow for the prediction of conditions in the middle section of a casing based on conditions at the casing ends.  This model will also be capable of predicting the conditions in the entire casing (casing ends and middle section) based on the conditions outside of the casing. The locations and levels of cathodic protection depressions at downstream and upstream locations from the casing ends can also be predicted given the conditions away from the casing.]]></description>
      <pubDate>Tue, 10 Sep 2013 01:00:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1261694</guid>
    </item>
    <item>
      <title>Evaluation of Semi-Empirical Analyses for Railroad Tank Car Puncture Velocity, Part II: Correlations with Engineering Analyses</title>
      <link>https://trid.trb.org/View/1243648</link>
      <description><![CDATA[This report is the second in a series focusing on methods to determine the puncture velocity of railroad tank car shells. In this context, puncture velocity refers to the impact velocity at which a coupler will completely pierce the shell and puncture the tank. In the first report in this series, a set of semi-empirical equations was evaluated by comparing calculated puncture velocities with data from tank car impact tests. These equations were originally developed by the RPI-AAR Tank Car Safety Committee and later modified by the industry to account for head shield protection and jacket insulation. The semi-empirical equations generally produced reasonable and conservative estimates of puncture velocity when compared with the experimental data. However, differences between the calculated and observed results become more widespread when the tank is pressurized or when shield protection is present. Moreover, alternative methods to determine puncture velocity may be observed by the industry to avoid overdesign. In this report, methods to predict puncture velocity based only on engineering mechanics principles (i.e., no empiricism) are developed and described. Results from the semi-empirical approach are compared with results from the engineering methods. These methods rely on both analytical and computational tools to examine the structural behavior of tanks with ellipsoidal shapes. These tools include finite element and dynamic lumped mass models.]]></description>
      <pubDate>Tue, 19 Feb 2013 08:53:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1243648</guid>
    </item>
    <item>
      <title>Taking the Bang Out of Transverse Cracks: Fly Ash Slurry Injection Method</title>
      <link>https://trid.trb.org/View/836171</link>
      <description><![CDATA[In this study, the nature and extent of transverse cracking in asphalt pavements on I-70 in Kansas was determined. A pavement investigation was conducted to determine the effectiveness of the fly ash slurry injection (FASI) method (a crack stabilization procedure) to eliminate or minimize the depression (bump) caused by the depressed transverse cracks. The intent of FASI is to fill the subsurface voids at severely distressed transverse cracks to delay depression and reflective cracking. The initial objective of the study was to find a low-cost “maintenance” approach to improve ride by filling the transverse cracks and their associated depressions. A variety of products and application procedures were attempted, with variable results. Most attempts had recracked within a year, and depressions soon followed. Ten sections of test pavement were constructed using FASI to fill the voids under the existing pavement adjacent to the transverse cracks, followed by cold milling, cold in-place recycling of the next 4 in., a hot recycle action, and a hot mix asphalt overlay. Pavement roughness values before and after the rehabilitation action were compared. Roughness values (right wheel path IRI [in./mi], westbound and eastbound) were plotted for each year since 1988. The results indicated that a more extensive procedure, which involves using FASI followed by milling and overlaying with hot mix asphalt, has provided several years of excellent service on these ten test sections of I-70 in western Kansas.]]></description>
      <pubDate>Wed, 26 Sep 2007 08:06:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/836171</guid>
    </item>
    <item>
      <title>Spherical Indentation Behavior of Asphalt Mixtures</title>
      <link>https://trid.trb.org/View/826557</link>
      <description><![CDATA[The spherical indentation response of a dense bitumen macadam asphalt mixture with two different volume fractions of bitumen binder is investigated both experimentally and via an analytical model. The model for the indentation of bitumen, developed by Ossa et al. in 2005, was used to study the spherical indentation behavior of the mixtures with good agreement when compared to experimental results. An extensive experimental study of the monotonic and recovery spherical indentation behavior is reported for a range of temperatures. In line with the predictions of the model, the monotonic indentation response of the mixtures exhibits a power-law dependence on the indentation force. The model is also successful in capturing the indentation recovery behavior of the mixtures. A comparison of the material parameters obtained from uniaxial compression and indentation tests showed that indentation tests can be used in an easy and reliable way to obtain the fundamental asphalt parameters. Further, parameters found from indentation tests implicitly account for the confining conditions generated by the aggregate particles below the indenter.]]></description>
      <pubDate>Fri, 21 Sep 2007 13:54:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/826557</guid>
    </item>
    <item>
      <title>Closure to "Estimation of Bearing Capacity of Circular Footings on Sands Based on Cone Penetration Test" by Junhwan Lee and Rodrigo Salgado</title>
      <link>https://trid.trb.org/View/795068</link>
      <description><![CDATA[The authors acknowledge the observations of discussers Décourt and Rodríguez-Roa regarding the adequacy of the bearing capacity equations used in the research. The authors cite the differing views of the discussers, pointing to the concern raised by discusser Rodríguez-Roa that the wide variance in results might serve to entirely discredit the usefulness of the bearing capacity equation; while noting the point of discusser Décourt, who, citing others in agreement, believes that discrediting the bearing capacity equation is precisely the point. However, the authors, themselves, state the belief that the bearing capacity equation, as seen in the forms emerging from current research, should be embraced. The authors add that the purpose of the bearing capacity equation is to calculate the limit or plunging load of the footing. They claim to have not used it beyond its designed purpose. As for discusser Décourt's point that the bearing capacity equation (the so-called triple N formula) is wrong, the authors explain that the equation, initially proposed for the indentation of metals, has evolved over time to include more realistic geotechnical and foundation engineering problems (i.e. shape and depth, along with base, ground, and load inclinations). In its present form, the authors note the bearing capacity equation has high empirical content, despite being derived from rigorous analysis at the beginning. Addressing discusser Rodríguez-Roa's point about using experimental data to determine the validity of the bearing capacity equation, the authors believe that the final solution to the question must first come from establishing a proper analytical basis, as explored by the authors (e.g., Salgado et al. 2004, Lyamin et al. 2006, Martin 2005). These examples rigorously calculate limit loads and then follow this with proper validation against well-performed, well-instrumented load tests on properly and completely characterized soils. The authors note that the bearing capacity equation, even its traditional forms, was never designed to compute ultimate loads defined on a basis of a specific settlement value. The discussers agree with discusser Décourt about the bearing capacity formula having limitations in its present form. At the same time, the authors also agree with discusser Rodríguez-Roa about retaining the concept of the bearing capacity equation as a tool for geotechnical and foundation engineers. The authors predict that practitioners in the near future will be provided with both an extremely useful and nearly exact version of the bearing capacity formula; one that will have a small, precisely known level of uncertainty.]]></description>
      <pubDate>Tue, 26 Dec 2006 12:45:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/795068</guid>
    </item>
    <item>
      <title>An AC Impedance Spectroscopy Study of Freezing Phenomena in Wollastonite Micro-Fibre Reinforced Cement Paste</title>
      <link>https://trid.trb.org/View/767146</link>
      <description><![CDATA[A.C. impedance spectroscopy (ACIS0 methods were used in studies designed to further understand the mechanism of frost action occurring with neat Portland cement paste and cement paste reinforced with wollastonite micro-fibers.  An impedance measuring system was coupled with thermomechanical instrumentation in order to provide real-time impedance spectra and length change data simultaneously on the same specimen during a freezing and thawing cycle.  Analysis of the ACIS data provided insight on the relationship between the behavior and mechanism of frost action within the paste systems that were studied.  A mechanistic model (involving interfacial phenomena between liquid water - ice - C-S-H surfaces) based on interpretation of impedance spectra is put forward.  In the context, the importance of a parameter associated with the depression of the high frequency are in an impedance spectrum is also discussed.  The role of wollastonite micro-fiber addition in enhancing the durability of cement paste to freezing-thawing is also described in the paper.]]></description>
      <pubDate>Mon, 28 Nov 2005 12:53:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/767146</guid>
    </item>
    <item>
      <title>Sensitivity of Digital Landscapes to Artifact Depressions in Remotely-Sensed DEMs</title>
      <link>https://trid.trb.org/View/760828</link>
      <description><![CDATA[Advances in topographic data acquisition have contributed to the current trend towards increasingly accurate and finer resolution digital elevation models (DEMs).  Depressions in DEMs have been recognized as a serious problems in terrain analysis research for a long while, but there has not been a quantitative analysis of the sensitivity of different terrain to these errors.   The goal of this research is to quantify the sensitivity of digital terrain to depressions caused by grid representation, including grid spacing and placement, and random errors in the elevation of grid cells.  All the depressions observed in the DEMs in this study were known to be artifacts, but actual depressions do occur in some natural landscapes.  Future research should focus on developing reliable methods of automatically discriminating between actual and artifact depressions in fine resolution DEMs.]]></description>
      <pubDate>Wed, 26 Oct 2005 14:17:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/760828</guid>
    </item>
    <item>
      <title>DEWATERING EFFECTS ON STRUCTURES ADJACENT TO CENTRAL ARTERY/TUNNEL PROJECT</title>
      <link>https://trid.trb.org/View/755225</link>
      <description><![CDATA[Groundwater control during cut-and-cover tunnel construction of a half-mile segment of the Central Artery I-93 Northbound Tunnel requiring excavation to more than 100 feet below ground surface resulted in temporary depression of the groundwater and settlements to adjacent structures, including two high-rise buildings.  The reduction in groundwater levels outside the excavation limits generally had a greater effect on adjacent structures than any other construction activity, with the amount of settlement varying with distance from excavation, subsurface conditions and foundation type.  Generally uniform settlements were recorded within the footprint of the high-rise building discussed herein, with maximum settlements reaching approximately inch.  This paper describes the dewatering along a portion of the Central Artery Corridor, measures used to minimize groundwater lowering outside the excavation limits, and effect on three adjacent structures.  Comparisons between predicting versus measured performance are presented, including time history plots of piezometric levels and settlement at each building.]]></description>
      <pubDate>Wed, 06 Apr 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/755225</guid>
    </item>
    <item>
      <title>PRODUCT EVALUATION FOR ARMORFLEX AND ARMORFORM EROSION CONTROL SYSTEMS</title>
      <link>https://trid.trb.org/View/266352</link>
      <description><![CDATA[ARMORFLEX is an erosion control system consisting of precast concrete blocks, interconnected by galvanized steel cables to form a flexible protective mattress.  This system is designed to be used for both bank and shore protection. ARMORFLEX has been installed at seven (7) locations in Alaska.  To this date, the  ARMORFLEX product has performed successfully (i.e. the protective mattress has remained intact and there has not been any significant bank or shore erosion at any of the Alaska installations).  However, some of the installations have suffered minor damage reflected by depressions and  displacement of the mattress.  These problems may be attributed to possible design and construction inadequacies including improper installation of the geotextile, insufficient anchorage on steep side slopes, using an improper geotextile as a filter system, and not extending the toe of the erosion protection system far enough.  In low energy environments, ARMORFLEX appears to be an acceptable erosion control system if proven to be economical over riprap or other conventional erosion control systems.  The system has not yet demonstrated its long term performance in the Alaskan environment.  ARMORFORM is an erosion control system consisting of cast-in-place blocks which are interconnected by galvanized steel cables to form a flexible protective mattress.  The forms for the blocks are synthetic fabric, woven into a matrix of rectangular compartments.  The Noatak installation was the first time and to this date the only time that the ARMORFORM erosion control system had been used as bank protection in North America.  There were several significant performance problems with the Noatak installation.  Some of these problems can be corrected by implementing the suggested modifications tothe design and construction procedures contained in this report.  The ARMORFORM erosion control system should still be considered experimental and should only be used when riprap and other proven erosion control systems are not feasible.  (Author)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:04:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/266352</guid>
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