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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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    <item>
      <title>Effect of Ethanol Blends and Batching Operations on SCC of Carbon Steel</title>
      <link>https://trid.trb.org/View/1472022</link>
      <description><![CDATA[Pipeline companies have a keen interest in assessing the feasibility of transporting fuel grade ethanol (FGE) and ethanol blends in existing pipelines. Previous field experience and laboratory research has shown that steel can suffer stress corrosion cracking (SCC) when exposed to FGE in the presence of oxygen. Though cracking was prevalent under some conditions, variability in cracking susceptibility of steel was noted with different ethanol chemistries. Additionally, the effects of residence time of FGE or its blends on SCC (i.e. crack initiation time and growth rate) had not yet been determined. Finally, the effects of ethanol on other materials used in the pipelines, such as elastomeric seals, had to be evaluated. Thus, the major objectives of the program are to: 1. Develop data necessary to make engineering assessments of the feasibility of transporting FGE and FGE blends in existing pipelines. The transportation may be in a dedicated pipeline or in a batching mode. 2. Identify ethanol blends that can be transported in existing pipelines without significant modification of the system and operations (Case 1), blends that require significant modifications (Case 2) and blends that cannot be transported in existing pipelines, but could be moved in specially designed systems (Case 3). 3. Characterize the time to initiation of SCC in a range of potent ethanol environments and identify safe operating and or batching practices that prevent the initiation and growth of SCC. The project accomplished substantially all of these objectives. The following were some of the major conclusions of the program: (1) Although slow strain rate tests (SSRT) are considered to be conservative (i.e. if SCC is not observed in SSRT, it is unlikely to occur in the field, but SCC detected in SSRT does not necessarily mean SCC will occur in the field), the results of SSRT in terms of the effects of various factors on ethanol SCC were in agreement with the more realistic fracture mechanics based crack growth measurements. (2) No SCC was observed in aerated ethanol less than about 15 percent (by volume) blend (E-15), prepared with simulated FGE. These results were consistent between slow strain rate tests and the long-term crack growth tests performed under loading conditions that simulate pipeline operating conditions. (3) Significant SCC was observed with both simulated and one lot of corn-based FGE but the simulated FGE was a slightly more potent SCC agent. The increased chloride concentration in the simulated ethanol could be a significant factor in increasing the susceptibility to SCC. (4) Dissolved oxygen is necessary for causing SCC under natural exposure conditions. SCC can be prevented by removing dissolved oxygen. If dissolved oxygen cannot be removed, certain inhibitors may be effective in mitigating SCC.]]></description>
      <pubDate>Mon, 10 Jul 2017 10:57:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1472022</guid>
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      <title>Monitoring Conditions Leading to SCC/Corrosion of Carbon Steel in Fuel Grade Ethanol</title>
      <link>https://trid.trb.org/View/1472021</link>
      <description><![CDATA[Pipeline companies have a keen interest in assessing the feasibility of transporting fuel grade ethanol (FGE) and ethanol blends in existing pipelines. A 2003 survey of industry, reported in API Technical Report 939-D (2nd edition), indicates that stress corrosion cracking (SCC) has been observed primarily in user terminals exposed to ethanol products, but not in ethanol producer tanks, rail/tank car/shipping transportation, nor end-user systems (e.g., gas tanks). More recently, a short segment of pipeline transporting FGE in North America was reported to have suffered SCC. In contrast, Brazil, which has transported anhydrous and hydrous ethanol for many years, has not reported any SCC in their pipeline system. At present, there is an incomplete understanding of why the occurrence of SCC differs so significantly in different parts of the supply chain. Monitoring some of the factors that affect SCC, dissolved oxygen and corrosion potential, may lead to a better understanding of SCC risks. The following conclusions and recommendations can be made: (1) A wireless monitoring probe to measure dissolved oxygen concentration and corrosion potential was successfully installed and demonstrated. (2) The data thus far suggest that the oxygen concentration is moderately high even at a site where no SCC was seen. This is consistent with the finding reported in WP#323 that chloride is another important factor in causing SCC. (3) The project encountered considerable time delays due to: difficulties in integrating the oxygen monitoring system with the wireless communication system and due to time required in getting site approval for installation and data acquisition. (4) At the time of writing this report, sufficient data are still not available to make meaningful conclusions about operational parameters that could lead to SCC at a given location. However, monitoring probes are being installed by an ethanol producer and two other terminals. These data, when available will help shed light on field conditions. (5) Other monitoring methods, for example, chloride monitoring/analysis and instrumented SCC coupons, should be explored.]]></description>
      <pubDate>Mon, 10 Jul 2017 10:57:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1472021</guid>
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    <item>
      <title>Technical and Economic Feasibility of Preventing SCC through Control of Oxygen</title>
      <link>https://trid.trb.org/View/1471352</link>
      <description><![CDATA[Stress corrosion cracking (SCC) has been observed in carbon steel tanks and piping in contact with fuel grade ethanol (FGE) in user terminals, storage tanks, and loading/unloading racks. Detailed laboratory studies, sponsored by American Petroleum Institute (API), Renewable Fuel Association (RFA), Pipeline Research Council International (PRCI), and Pipeline and Hazardous Materials Safety Administration (PHMSA), demonstrated that, in ASTM D-4806 FGE, dissolved oxygen was the most important factor leading to SCC, followed in importance by pre-existing scale on the steel, chloride, and methanol. In a Roadmapping Workshop conducted in October 2007, methods to avoid oxygen contamination in ethanol and defining safe operating limits in terms of ethanol chemistry and oxygen concentration were identified as major gaps in the safe transportation of ethanol in pipelines. Through the research programs listed above, it has been consistently observed that SCC can be prevented by eliminating oxygen from FGE, independent of the ethanol and gasoline blending ratios. The measures that have been explored to remove oxygen from FGE include adding chemical oxygen scavengers, sparging FGE with an inert gas (e.g. nitrogen or argon), vacuum treatment and reacting with steel wool. However, most of these oxygen removal methods have only been evaluated in laboratory tests in static liquids. Furthermore, some oxygen removal methods, such as the use of chemical oxygen scavengers, have not been evaluated extensively under conditions similar to those encountered in the field. Thus, even though the laboratory results suggest it is plausible to employ these methods to remove oxygen and hence to control SCC, it is uncertain whether they are feasible from engineering and economic perspectives in actual ethanol pipeline operation. Additionally, the existing technology is not capable of measuring oxygen concentration directly in FGE. Thus, it is useful to have a direct and rapid method for oxygen measurement so that the SCC potency of FGE in storage tanks and/or pipelines can be assessed. The objectives of the project were: (1) Evaluate the performance and efficacy of oxygen scavengers under flowing conditions; (2) Develop a model to calculate the oxygen consumption in the pipeline under flowing conditions; (3) Develop a system that can provide rapid and direct oxygen concentration measurement; and (4) Perform an engineering and economic feasibility evaluation of preventing SCC by the control of oxygen and provide recommendations.]]></description>
      <pubDate>Mon, 03 Jul 2017 11:58:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1471352</guid>
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    <item>
      <title>Feasibility Evaluation of Chemical Inhibition of Ethanol SCC</title>
      <link>https://trid.trb.org/View/1471351</link>
      <description><![CDATA[Stress corrosion cracking (SCC) has been observed in carbon steel tanks and piping in contact with fuel grade ethanol (FGE) in user terminals, storage tanks, and loading/unloading racks. Detailed laboratory studies, sponsored by American Petroleum Institute (API), Renewable Fuel Association (RFA), Pipeline Research Council International (PRCI), and Pipeline and Hazardous Materials Safety Administration (PHMSA), demonstrated that, in ASTM D-4806 FGE, dissolved oxygen was the most important factor leading to SCC, followed in importance by pre-existing scale on the steel, chloride, and methanol. In a Roadmapping Workshop conducted in October 2007, methods to avoid oxygen contamination in ethanol and defining safe operating limits in terms of ethanol chemistry and oxygen concentration were identified as major gaps in the safe transportation of ethanol in pipelines. Using inhibitors to prevent SCC in FGE is a possible solution, but the impact on the fuel end use applications needs to be considered. The ability of the inhibitors to prevent SCC was evaluated under flowing conditions created by jet impingement, which is believed to simulate pipe flow in the pipelines. The results established the baseline for inhibitor performance in mitigating carbon steel SCC and provided insights in the feasibility of SCC prevention by chemical addition. Furthermore, an electrochemical method was developed for rapid evaluation of inhibitors in FGE. This method was supported by the understanding of the oxygen role in promoting SCC and the mechanistic study performed in this work and in previous projects. The present project continued to address the gaps that remained after the PRCI SCC 4-3 Phase II: (1) The crack growth tests under flowing condition are to be performed to determine whether the inhibitors would perform similarly in flowing solution similar to that which would be encountered in transmission pipeline; (2) A rapid method to select inhibitor for carbon steel SCC mitigation is still to be developed; and (3) Among the inhibitors that were demonstrated effective in mitigating carbon steel SCC in FGE, it would be beneficial to know if they would perform well below currently used dosage. The objectives of the project were: (1) Evaluate the performance of selected inhibitors in long term crack growth experiments under flowing conditions simulated by jet impingement; (2) Develop a method to rapidly evaluate and select SCC inhibitors for use in FGE; and (3) Evaluate the feasibility of chemical inhibition of carbon steel SCC in FGE.]]></description>
      <pubDate>Mon, 03 Jul 2017 11:58:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1471351</guid>
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    <item>
      <title>O₂ to the Rescue</title>
      <link>https://trid.trb.org/View/1422137</link>
      <description><![CDATA[In the absence of mitigation measures, the ongoing effort to deepen the navigation channel in Georgia's Port of Savannah would reduce dissolved oxygen levels in the Savannah River below what is needed to sustain ecological diversity. To prevent this scenario, a series of oxygen-injection cones will be installed in two locations to add 40,000 lb of dissolved oxygen per day to the waterway.]]></description>
      <pubDate>Fri, 23 Sep 2016 11:17:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1422137</guid>
    </item>
    <item>
      <title>Modeling of oxygen injection experiment in Savannah Harbor</title>
      <link>https://trid.trb.org/View/927257</link>
      <description><![CDATA[A technology that is being considered for improving the dissolved oxygen regime and mitigating impacts due to Savannah Harbor navigation channel deepening is oxygen injection. The injection is exercised by a Speece cone, which pumps water out of the river, supersaturates under pressure, and discharges back into the river to elevate the dissolved oxygen (D.O.). During August 2007, a demonstration project was developed by the Georgia Ports Authority (GPA) to determine if the technology is a viable mitigation option. Tetra Tech, Inc. performed the mathematical modeling as a tool to estimate the effectiveness of the injection experiment. The technical approach uses simulation results of 1) the near-field model (Visual PLUMES), which allows evaluating the size of a mixing zone for the oxygen supersaturated water jet; 2) the far-field model (combination of EFDC and WASP), which allows simulating D.O. dynamics in the harbor; 3) the post processing tool (WAMS), which produces statistics, deltas, visualizations, and other metrics for evaluation of the harbor responses on oxygen injection and other water management measures. Copyright 2010 ASCE.]]></description>
      <pubDate>Tue, 28 Sep 2010 13:49:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/927257</guid>
    </item>
    <item>
      <title>Monitoring the Effects of Highway Construction over the Little River and Crane Creek</title>
      <link>https://trid.trb.org/View/891605</link>
      <description><![CDATA[This report summarizes the results of a two-year water quality monitoring project to document the effects of the construction of the Highway 1 bypass on the water quality of Crane (Crains) Creek and the Little River. Automated monitoring equipment was installed upstream and downstream of the highway corridor on both Crane Creek and the Little River. For Crane Creek, discharge was monitored and samples of creek water were collected on a flow-proportional basis throughout the project, while for the Little River samples were collected every 6-8 hours during the project. A recording raingage was also maintained for most of the study at Crane Creek and in-situ measurements of temperature, dissolved oxygen, conductivity, and pH were made at least monthly. The mean suspended sediment concentration and turbidity for Crane Creek were 48 mg/L and 40 ntu upstream and 38 mg/L and 26 ntu downstream of the highway corridor. Statistical analysis of the bi-weekly sediment load data from both sites showed that the loads at the upstream site were not significantly different than the downstream site indicating that the construction had no effect on sediment loads of Crane Creek. The mean turbidity of samples was greater upstream compared to downstream, which also indicates no negative effect of highway construction. Means of temperature, dissolved oxygen, conductivity, and pH were nearly the same upstream and downstream indicating no effect on these water quality parameters. Monitoring results for the Little River were similar to Crane Creek in that there were no significant differences between upstream and downstream sites according to paired t-tests conducted on the bi-weekly data. The mean suspended sediment concentration and turbidity upstream were 10 mg/L and 10 ntu upstream and downstream were 12 mg/L and 9 ntu.]]></description>
      <pubDate>Thu, 25 Jun 2009 16:26:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/891605</guid>
    </item>
    <item>
      <title>Water Quality Modeling System for Charleston Harbor, South Carolina</title>
      <link>https://trid.trb.org/View/835435</link>
      <description><![CDATA[A three-dimensional (3-D) water quality model for the Charleston Harbor System (CHS), South Carolina, is being developed for the Berkeley-Charleston-Dorchester Council of Governments (BCD-COG) to assist in developing the dissolved oxygen Total Maximum Daily Load (TMDL). A series of linked models were developed to represent watershed flows, instream hydrodynamics, and instream water quality in the system. The ultimate goal of the 3-D water quality model is to develop a management tool to determine the TMDL and wasteload allocation strategies for the Charleston Harbor System. The water quality model will engage all stakeholders including the industries, local governments, and regulators in establishing the assimilative capacity of oxygen-consuming pollutants. The hydrodynamics of the CHS are largely influenced by incoming tides, salinity, and vegetated marshes. The CHS drains over 1,200 square miles directly, with a larger area contributing freshwater flow to Lake Moultrie, the largest contributor of freshwater flow to the Cooper River. Changing water levels, salinity, and marshes increase the complexity of the dynamics of dissolved oxygen in the system. The CHS EFDC model extends beyond the main Harbor into the Atlantic Ocean, up the Wando River just downstream of Guerins Bridge Road, up the Cooper River to Pinopolis Dam, up the East Branch of the Cooper River, up to the dam on Goose Creek, and up the Ashley River to US Hwy 17. The model was calibrated and validated using monitoring data collected in 2004 and in 1996 and several special studies.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:28:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/835435</guid>
    </item>
    <item>
      <title>Using Wetlands for Storm Water Management</title>
      <link>https://trid.trb.org/View/782335</link>
      <description><![CDATA[Highway traffic, maintenance, natural background sources, and deposition of air pollutants contribute to buildup of contaminants on highway surfaces.  Consequently, during a rainfall runoff event highways can produce an exorbitant per area loading and concentration of contaminants, which can subsequently degrade receiving water quality.  This research investigated the capacity of a wetland to mitigate pollutants, particularly metals, in highway runoff.  For this study, storm water runoff from a portion of two 30,000 average daily traffic highways, one near Findley, Ohio, and one near Lancaster, Ohio, was analyzed.  The Findley wetland was studied over a six month period.  Metals occurring in highest concentration were zinc, iron, lead, and nickel, in that order.  Investigation of the mitigating benefits provided by the approximately 1.5 ha (3.7 acre) wetland indicated that reduction in metals' concentrations occurred for the majority of rainfall-runoff events.  Results indicated that the wetland neutralized the alkaline storm water runoff.  Analysis of the Lancaster wetland involved a one year study of the runoff.  Storm water runoff was analyzed during 65 rainfall events.  In-situ data collection included rainfall volume and frequency, conduit flow rate, and temperature, conductivity, pH and dissolved oxygen in the runoff.  Samples were analyzed for metals, total suspended solids, and chemical oxygen demand.  Fall and spring sediment samples were obtained and analyzed for grain size, organic fractions, and pollutant constituents.  Heavy metal concentrations in the storm water runoff consisted primarily of iron, zinc, lead, nickel and copper with magnitude of concentration decreasing in the order listed.  Thirty to ninety percent reduction of metals was achieved via the wetland, for most events.  Analysis of removals indicated that metals were reduced even during winter months and low temperatures.  Analysis of sediments in the wetland indicated that metals were sorbed to organic fractions of soil.]]></description>
      <pubDate>Thu, 08 Jun 2006 11:50:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/782335</guid>
    </item>
    <item>
      <title>PROCESS FRAMEWORK FOR IDENTIFYING AND PRIORITIZING WATER QUALITY IMPROVEMENT FOR MEETING TMDLS IN TEXAS</title>
      <link>https://trid.trb.org/View/755020</link>
      <description><![CDATA[The objectives of this research are to help the Texas Department of Transportation (TxDOT) anticipate the requirements of the Total Maximum Daily Load (TMDL) process and to have the data at hand to respond if TxDOT is identified as contributing to the impairment.  An interactive geographic information system (GIS) map of the impaired streams was created in ArcGIS to aid TxDOT in identifying where the impaired segments are in relation to major highways and roads.  Runoff quality data from TxDOT facilities in the state were compiled and compared to water quality standards to determine constituents of concern. Existing Best Management Practices (BMPs) were assessed for their effectiveness in treating highway runoff.  A toolbox of appropriate BMPs for specific pollutants was developed from this assessment.  The results from this study indicate that the major causes of impairment of water bodies in Texas are bacteria and low dissolved oxygen concentrations.  Unfortunately, there are currently no BMPs that effectively address pathogens and nutrients.  It is recommended that TxDOT pursue a pollutant trading program as an alternative to implementing BMPs if required to reduce loadings of pollutants to impaired segments.]]></description>
      <pubDate>Mon, 18 Apr 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/755020</guid>
    </item>
    <item>
      <title>BIOREMEDIATION OF ORGANIC CONTAMINANTS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/369135</link>
      <description><![CDATA[The Georgia Department of Transportation (GDOT) may at times be required to clean up contaminated soil on highway rights-of-way or other Department owned property.  Bioremediation is one method of cleaning soil contaminated with organic materials.  In this study, a small scale bioremediation was conducted under both aerobic and anaerobic conditions.  A known volume of soil was contaminated with diesel fuel at 1% by weight.  Variables monitored were microbial activity, effect of fertilizer addition, pH, dissolved oxygen level and contaminant level. Based on the findings of this study, it can be concluded that aerobic bioremediation is a workable method for cleaning soil contaminated with petroleum fuel.  Anaerobic bioremediation is not as effective as aerobic bioremediation in removing fuel from soil.  Under aerobic conditions, a 93% reduction in hydrocarbon level was achieved in 2 months, while a 50% reduction in hydrocarbon level was achieved in 5 months under anaerobic conditions.  Every contaminated site must be investigated thoroughly to develop an effective remediation plan.  The most ideal conditions for aerobic bioremediation are permeable soil, neutral pH, and fertile soil with a large diverse population of aerobic microbes.  Any water within the contaminated area should ideally have a high dissolved oxygen level.  Anaerobic bioremediation may be the appropriate method only where aerobic conditions are not feasibly achieved.]]></description>
      <pubDate>Mon, 12 Apr 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369135</guid>
    </item>
    <item>
      <title>ANALYSIS OF THE ENVIRONMENTAL FATE OF ICE-D-GON (TRADEMARK) AND ITS IMPACT ON RECEIVING WATER DISSOLVED OXYGEN</title>
      <link>https://trid.trb.org/View/363799</link>
      <description><![CDATA[The biodegradation kinetics in natural waters and soils of the acetate in a calcium magnesium acetate (CMA) formulation developed by Chevron Chemical Company and marketed under the trade name ICE-B-GON were quantified from laboratory experiments.  These kinetics were used to project the impact of this CMA on the dissolved oxygen of receiving waters. The laboratory experiments indicated that the degradation process may be quantified as a first-order reaction in which the degradation rate is a function of temperature and microbial activity.  Model simulations indicated that significant load reductions can occur as a result of acetate degradation in soil as highway runoff passes over a field prior to entering a receiving water.  A simple generic model of dissolved oxygen in a completely-mixed pond showed that, for a scenario in which the CMA in highway runoff is accumulated on the roadside in contact with the soil, its use as a road deicer is not expected to have a significant impact on most receiving waters.  However, in an alternate scenario in which the CMA accumulates in the snowpack and does not begin to degrade immediately, the potential for a significant impact is increased.  The degree to which either of these limiting scenarios is consistent with a specific problem context will determine the applicabilty of these conclusions.]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/363799</guid>
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    <item>
      <title>A STUDY OF THE EFFECTS OF STREAM CHANNELIZATION AND BANK STABILIZATION ON WARMWATER SPORT FISH IN IOWA: SUBPROJECT NO. 3. SOME EFFECTS OF SHORT-REACH CHANNELIZATION ON FISHES AND FISH FOOD ORGANISMS IN CENTRAL IOWA WARM WATER STREAMS</title>
      <link>https://trid.trb.org/View/63407</link>
      <description><![CDATA[Six central Iowa streams were studied in 1974 to determine whether fish and fish food organisms were affected by short-reach channelization associated with bridge replacement in the last 15 years. In all cases the streams had been previously modified in the original bridge construction. The recent construction involved loss of 151 to 429 m of stream length in three streams and in the other streams the new channel was the same length as before. This would involve a loss of up to 18% of the stream if a bridge were built on each section line. Downstream the channel was narrower and shallower and perhaps had less brush shelter than upstream from the channel. Brush shelter was lacking in 2 of the 3 streams channelized in the last 2 years but had recovered somewhat, but not completely, in those channelized 10-15 years earlier. There was no evidence that dissolved oxygen, turbidity, or stream macroinvertebrates as measured by core, drift or artificial substrate samples differed upstream, in the channel, or below. The most evident impact of short-reach channelization is the removal of cover in the altered area and the loss of stream length.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63407</guid>
    </item>
    <item>
      <title>ANALYSIS OF MULTIPLE OBJECTIVES IN WATER QUALITY</title>
      <link>https://trid.trb.org/View/39022</link>
      <description><![CDATA[The needs for mathematical models that are susceptible to Water Quality Management, Ithaca, N.Y., June 26-28, 1974. format and units are presented.  Several water quality objectives and goals, classified as primary and secondary objectives, are introduced.  The concepts of noninferior (Parento optimum) solution, indifference band, and prefered solution are defined.  A general multiobjective model for water quality planning and management is developed.  Specific multiple objectives and constraints associated with biological oxygen demand, dissolved oxygen, thermal pollution, and algac bloom are introduced and examined.  The Surrogate Worth Tradeoff (SWT) method is reviewed and its application to water quality model is analyzed.  In particular basics in the derivation of the trade-off functions and the surrogate worth functions are given.]]></description>
      <pubDate>Wed, 02 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39022</guid>
    </item>
    <item>
      <title>DETRIMENTAL EFFECTS OF NATURAL SOIL AND WATER ELEMENTS ON DRAINAGE PIPE STRUCTURES IN ALABAMA</title>
      <link>https://trid.trb.org/View/108271</link>
      <description><![CDATA[FIELD STUDIES WERE CONDUCTED IN ALABAMA ON SOIL AND WATER PARAMETERS TO DETERMINE THEIR RELATIONSHIP TO CULVERT PIPE CORROSION. THE TYPES OF CULVERT MATERIALS INVESTIGATED INCLUDED CONCRETE, GALVANIZED STEEL, BITUMINOUS-COATED GALVANIZED STEEL, ALUMINUM, BITUMINOUS-COATED ALUMINUM, PITCH-IMPREGNATED FIBER, CAST IRON, AND VITRIFIED CLAY. WATER PARAMETERS MEASURED INCLUDED PH, OXIDATION-REDUCTION POTENTIAL, DISSOLVED OXYGEN, AND RESISTIVITY. SOIL PARAMETERS DETERMINED WERE PH, OXIDATION-REDUCTION POTENTIAL, RESISTIVITY, AND GEOLOGIC CONDITIONS. SOIL PARAMETERS GENERALLY WERE LESS SIGNIFICANT THAN WATER PARAMETERS IN THE CORROSION OF CULVERTS. A GRAPHICAL METHOD BASED ON PH, RESISTIVITY, AND DISSOLVED-OXYGEN CONTENT OF WATER WAS DEVISED FOR ESTIMATING LIFE EXPECTANCY OF STEEL PIPE. GALVANIZED PIPE IS NOT RECOMMENDED FOR USE IN AREAS HAVING RUNOFF WATER OF LOW RESISTIVITY, LOW PH, OR HIGH DISSOLVED-OXYGEN CONTENT UNLESS IT IS EFFECTIVELY COATED WITH BITUMINOUS MATERIAL. ALUMINUM PIPE WAS FOUND TO BE LESS AFFECTED BY ACIDIC WATERS THAN GALVANIZED STEEL, BUT LESS RESISTANT TO ABRASION EFFECTS. CONCRETE PIPE WAS HIGHLY RESISTANT TO CORROSION EXCEPT IN AREAS AFFECTED BY ACID MINE DRAINAGE. PITCH-FIBER PIPE PERFORMED WELL EXCEPT FOR SEPARATION OF THE LAMINATE IN THE INVERT OF THE UP-GRADIENT END. CAST IRON AND VITRIFIED CLAY PIPE ARE NOT COMMONLY USED AS CULVERT MATERIAL IN ALABAMA, BUT THEY SHOULD BE CONSIDER- ED FOR USE IN VERY ACIDIC AREAS OR OTHER SPECIAL PROBLEM AREAS. RECOMMENDATIONS FOR USE OF PARTICULAR TYPES OF DRAINAGE STRUCTURE MATERIALS IN CERTAIN AREAS OF THE STATE ARE MADE ON THE BASIS OF WATER AND SOIL FACTORS. /AUTHOR/]]></description>
      <pubDate>Mon, 30 Mar 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108271</guid>
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