<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Modeling Spare Capacity Reuse in EV Charging Stations Based on the Li-Ion Battery Profile</title>
      <link>https://trid.trb.org/View/1427629</link>
      <description><![CDATA[Lithium-ion batteries, widely used in electric vehicles (EVs), have a specific charging profile where the power consumed varies over time and defines the amount of power the charging station needs to deliver. Achieving a proper tradeoff between charging levels, number of vehicles, and electric capacity of the plant is challenging. In order to give a solid basis for the deployment of efficient charging systems, the authors propose a bi-dimensional Markov chain model that considers the practical characteristics of Li-ion charging profiles. To this end, the authors build two scenarios that differ in their capacity to handle idle slots. The authors show through extensive numerical analysis that the use of spare sockets in different sizes of charging stations contributes to better energy utilization. Moreover, the authors apply the proposed model to the case of the city of Rio de Janeiro and show that, in a foreseeable future, if all ICE (Internal Combustion Engine) vehicles were replaced by EVs, the adoption of charging station with spare sockets will produce significantly better results in terms of availability of the station, number of admitted vehicles, and energy utilization.]]></description>
      <pubDate>Mon, 31 Oct 2016 09:43:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1427629</guid>
    </item>
    <item>
      <title>Retention Sockets. Replacing Damaged Traffic Signals with Ease</title>
      <link>https://trid.trb.org/View/1142056</link>
      <description><![CDATA[This article will discuss how replacing and maintaining traffic signals in London can be a costly business. These actions can also have a major impact on traffic management and the health and safety of the engineers that work on them.  The article shows how there was a need to modernize three traffic light junctions in the Buckingham Palace, Parliament Square and Trafalgar Square areas of London. Some of these signals are removed during major events such as the London marathon and royal occasions. After considering various options, it was decided that it was best to install new systems at these sites that enabled engineers to remove and disconnect the traffic signal poles safely within minutes under minimal traffic management. The article shows how replacing and maintaining traffic signals has become easier with the use of retention sockets.]]></description>
      <pubDate>Fri, 29 Jun 2012 15:01:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1142056</guid>
    </item>
    <item>
      <title>DEEP FOUNDATION CHALLENGES AT THE NEW BENICIA-MARTINEZ BRIDGE</title>
      <link>https://trid.trb.org/View/754371</link>
      <description><![CDATA[The marine piers of the new Benicia-Martinez Bridge are supported on 8 or 9 Cast-in-Drilled-Hole (CIDH) concrete piles with 2.5 m diameter permanent steel casing and 2.2 m diameter rock sockets to a depth of approximately 75 m.  A Menck MHU-500 hammer was used to drive the casing up to 15 m into bedrock. The noise generated in the surrounding water unexpectedly killed fish.  To resolve the environmental problem at an affordable bubble curtain system was developed to reduce the sound wave energy by as much as 90 percent.  Although pile driving monitoring did not detect any overstressing at refusal, some of the steel casings were found to be damaged.  The damaged portions of the casings were removed and rock socket lengths were revised accordingly.  Major caving occurred at Pier 8 during drilling of the rock sockets. Consolidation grouting was applied in an attempt to improve rock stability and to diminish caving potential. However, subsequent continuous coring around the caved shaft could not confirm the effectiveness of grouting.  The rotator drilling caved shaft could not confirm the effectiveness of grouting.  The rotator drilling method was selected to construct rock sockets.  A pile load test (Osterberg Method) was performed to confirm the geotechnical pile capacities of the rotator-drilled shafts.]]></description>
      <pubDate>Thu, 31 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754371</guid>
    </item>
    <item>
      <title>DESIGN, TESTING AND CONSTRUCTION OF ROCK SOCKET FOR TOWER FOUNDATIONS OF THE NEW CARQUINEZ BRIDGE</title>
      <link>https://trid.trb.org/View/754376</link>
      <description><![CDATA[The new Carquinez Bridge is a suspension bridge with spans of 147 m, 728 m, and 181 m.  It consists of the south anchorage, a transition pier, two towers, (South and North towers), and the north anchorage.  This paper describes the rock conditions and available rock strength data beneath each tower foundation and the design considerations and procedure used for estimating the axial capacity of the rock sockets for the piles for the tower foundations.  The towers are each founded on two footings, which are supported by six vertical, 3-m-diamter steel shells infilled with reinforced concrete, followed by 2.7-m-diameter drilled shafts in rock (i.e., cast-in-drilled hole, or CIDH, piles). The total length of the CIDH pile at the South Tower is approximately 89 m, with about 43 m of drilled shaft in rock. The total length of the CIDH pile at the North Tower ranges from 49 to 64 m, with about 16 to 26 m of drilled shaft in rock.  The design parameters used for the South Tower piles were later confirmed by a pile load test.  Additional field investigations during construction revealed significant variations in rock conditions at the North Tower, resulting in the redesign of the length of the piles. Major construction challenges encountered during construction of the South Tower piles are described, and the revised construction procedure (i.e., under-reaming) used by the constructor to mitigate caving is presented.]]></description>
      <pubDate>Thu, 31 Mar 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754376</guid>
    </item>
    <item>
      <title>CONSTRUCTION OF BORED PILES IN WEATHERED ROCKS</title>
      <link>https://trid.trb.org/View/214834</link>
      <description><![CDATA[The conventional methods of constructing bored piles socketed into weathered rocks were critically investigated during the construction of the West Gate Freeway, South Melbourne.  The rock socket designs involved some construction-related assumptions, which were found to be invalidated by construction practice.  The socket base resistance was affected by (I) the extent of the problem of not founding on the expected end bearing layer, (II) the degree of base cleanliness, (III) the amount of disturbance of the base materials, (IV) the presence of a clay layer on the base suuface, and (V) the flatness of the base.  A socket inspection device (SID) was developed to inspect and record the cleanliness of pile bases.  Because of the unsatisfactory results observed after using conventional base cleaning methods, more effective base cleaning tools were also developed.  The socket side resistance was affected by (I) the extent of the problem of not forming a socket with the expected side-wall materials, (II) insufficient wall roughness, (III) the amount of disturbance of wall materials, (IV) the stability of the socket walls, and (V) the thickness of a layer of filter-cake, remoulded clay, and/or redistributed base debris.  The report also contains a description of siss, a device for sampling these layers. The problems of bentonite construction of bored piles in weathered rocks is recorded, together with some recommended procedures, especially for minimising the build- up of filter-cake.  Also, certain problems were observed regarding (I) the casing installation, (II) the drilling of the socket to the design dimensions, (III) the structural integrity of the concrete, and (IV) the safety of personnel constructing and inspecting sockets.  (Author/TRRL)]]></description>
      <pubDate>Wed, 25 Aug 2004 01:42:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/214834</guid>
    </item>
    <item>
      <title>INNOVATIVE METHOD FOR EVALUATING DRILLED SHAFT FOUNDATIONS FOR ST. CROIX RIVER BRIDGE</title>
      <link>https://trid.trb.org/View/540884</link>
      <description><![CDATA[To develop design parameters for axially loaded drilled shafts for the St. Croix River Bridge, a major river crossing at Oak Park Heights, Minnesota, load tests were conducted on half-scale sockets in the primary formation, the Franconia Sandstone, at a site on the west bank of the river.  The test results were analyzed by using a procedure that considered dilatancy at the shaft-sandstone interface using the known normal, lateral stiffness of the rock, and several candidate interface roughness patterns.  The normal stiffness was measured by splitting a short socket vertically with an Osterberg load cell, within the Franconia formation.  The interface roughness patterns were varied until the load-deformation behavior of the axial socket test was matched.  The production shafts will have larger diameters and will penetrate the formation to a shallower depth than the axial test socket.  The lateral stiffness therefore was scaled to account for these effects, and the analytical method was used to determine values of side resistance that should be used for designing the production shafts.]]></description>
      <pubDate>Wed, 11 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540884</guid>
    </item>
    <item>
      <title>SIDE LOAD-TRANSFER MECHANISMS IN DRILLED SHAFTS IN SOFT ARGILLACEOUS ROCK</title>
      <link>https://trid.trb.org/View/481759</link>
      <description><![CDATA[Investigators conducted elastic-plastic axisymmetric finite-element analyses to examine the side load-transfer mechanism of drilled shafts socketed into cohesive intermediate geomaterials.  They modeled the roughness of the concrete-geomaterial interface explicitly by assuming sinusoidal undulations along a discontinuous surface.  Smooth interfaces were modeled as well.  The results of the analyses revealed that the elastic response of rough sockets extends as the initial normal interface stress increases.  The value of the initial normal interface stress does not influence the maximum unit side resistance of sinusoidal sockets significantly, as shearing of the geomaterial occurs by gouging through the geomaterial asperities emanating from locations between the roots and crowns soon after separation occurs at the backs of the asperities. However, initial normal interface stress is a primary factor impacting the maximum unit side resistance in smooth sockets. The sliding friction at the interface is key to the development of load transfer.  Internal friction of the geomaterial plays a less significant role.  The behavior of smeared sockets was studied also.  Load transfer is reduced significantly by a relatively small thickness of residual remolded geomaterial along a rough interface.]]></description>
      <pubDate>Sun, 09 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481759</guid>
    </item>
    <item>
      <title>SETTLEMENT ANALYSIS OF SOCKETED PILE GROUPS</title>
      <link>https://trid.trb.org/View/313022</link>
      <description><![CDATA[A numerical method for the elastic analysis of socketed pile groups is presented.  This extensive description illustrates the important influence of parameters such a spile spacing, socket length, relative stiffness of the bearing stratum and upper soil layer, and stiffness ratio of the pile and the soil on the performance of pile groups.  The solutions are presentd in the form of compact design charts that can be readily used to estimate the settlement of practical pile groups at normal working loads if the effect of intergroup interaction is small. Analysis of the field monitoring of settlements of two multistory buildings supported on socketed pile groups has shown that theoretical settlements are larger than measured values.]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313022</guid>
    </item>
    <item>
      <title>LOAD TRANSFER BEHAVIOR OF ROCK-SOCKETED PILES</title>
      <link>https://trid.trb.org/View/300092</link>
      <description><![CDATA[This is a detailed description of the load transfer behavior of several full-scale, instrumented, rock-socketed bored piles that were installed as the foundation for two blocks of 10-story warehouse structures.  The instruments were frequently monitored during the pile load tests and subsequently throughout the superstructure construction period.  The load transfer characteristics of the piles under short-term test loading and long-term in-service loading conditions are presented and examined.  It was found that the behavior of the piles was elastic under normal working loads.  It was not found beneficial to have a socket length in excess of two pile diameters for the given loading range, unless pile settlement criteria could not be satisfied.  These and other findings are discussed.]]></description>
      <pubDate>Fri, 30 Jun 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300092</guid>
    </item>
    <item>
      <title>A TECHNIQUE TO PREDICT THE SIDE RESISTANCE BEHAVIOUR OF ROCK SOCKETED PILES</title>
      <link>https://trid.trb.org/View/211914</link>
      <description><![CDATA[This paper presents a relatively simple semi-empirical technique to predict the overall shear stress, normal and shear displacement characteristics of joints under the constant normal stiffness condition.  Good agreement between actual and predicted joint behaviour was generally obtained. It is shown how the technique can be used to predict the load-settlement response of side-resistance-only rock socketed piles.  A comparison of predicted and actual pile performance is also presented.  (Author/TRRL)]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211914</guid>
    </item>
    <item>
      <title>BEHAVIOUR OF SOCKETED PILES IN WEATHERED BASALT</title>
      <link>https://trid.trb.org/View/211915</link>
      <description><![CDATA[A lack of data on the behaviour of bored piles in weathered basalt led the foundation designers of a major bridge in Melbourne to carry out six instrumented pile load tests. The behaviour of three side resistance, one base resistance and two complete piles socketed into variably weathered and jointed basalt was investigated in relation to the physical characteristics of the rock.  Applied loads were generally sufficient to produce significant time-dependent deformations of the rock socket.  The tests permitted an evaluation of ultimate side and base resistance stresses and confirmed that presumptive design stresses were adequate. The degree of weathering visually assessed during socket inspection provided the most reliable basis for assigning allowable stresses.  Pressuremeter tests tended to over- estimate the rock modulus back-figured from pile load test results.  Elastic theory is shown to be adequate for estimating pile settlement at design loads although time dependent settlements should be accounted for by using a reduced pressuremeter modulus.  (Author/TRRL)]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211915</guid>
    </item>
    <item>
      <title>PREDICTION OF THE PERFORMANCE OF SIDE RESISTANCE PILES SOCKETED IN MELBOURNE MUDSTONE</title>
      <link>https://trid.trb.org/View/204931</link>
      <description><![CDATA[Piles socketed into rock are frequently required to carry their load entirely in side-shear.  For soft rocks, with non-linear behaviour occurring at low stress levels, no simple method exists for predicting the load-deformation behaviour.  This paper describes elasto-plastic and non-linear elastic finite element analyses for sockets in Melbourne mudstone, using these models of rock behaviour. Comparison with field tests shows that the best agreement is obtained with a non-linear elastic model which allows for work softening in the rock.  Theoretical and measured stresses are also compared.  The number of the covering abstract of the congress is TRIS no. 385148.  (Author/TRRL)]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204931</guid>
    </item>
    <item>
      <title>PROGRAM ELASP4--FOR FINITE ELEMENT ANALYSIS OF ROCK SOCKETED PILES</title>
      <link>https://trid.trb.org/View/192920</link>
      <description><![CDATA[This report describes an axisymmetric/ plane strain finite element computer program developed for the analysis of foundations, in particular rock socketed piles.  The program uses 4- noded quadrilateral elements and assumes an elastic- ideally plastic stress- strain law, a Mohr- Coulomb yield criterion and infinitesimal deformation.  Pressures and forces can be applied and displacements prescribed.  The program can also allow for initial stresses, eg gravity stresses.  A user guide and an example problem have been presented.  A listing of the program has also been included. (Author/TRRL)]]></description>
      <pubDate>Mon, 30 Jan 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/192920</guid>
    </item>
    <item>
      <title>ANALYSIS OF SOCKETED PILES IN JOINTED ROCK OVERLYING CLAY</title>
      <link>https://trid.trb.org/View/194421</link>
      <description><![CDATA[An elasto-plastic finite element analysis is presented for the practical case of a heavily loaded large diameter pile socketed into weathered jointed basalt overlying a stiff clay.  A parametric analysis was carried out as an aid to design decision making, concentrating on the required thickness of basalt, l (sub 2), between the base of the pile and the top of the clay, to prevent shear failure or excessive settlement.  For the properties used in this analysis, and a typical pile geometry with l (sub 1) /D = 2, it is shown that the effects of the clay are negligible for l (sub 2) /D = 3.  Results are presented as applied stress versus settlement curves for various l (sub 1) /D and l (sub 2) /D, distributions of load between pile side and base and tabulated stresses reaching the top of the clay. (Author/TRRL)]]></description>
      <pubDate>Sat, 30 Jul 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194421</guid>
    </item>
    <item>
      <title>INVESTIGATION OF KING PIN JOINTS AND STEERING JOINTS IN CARS</title>
      <link>https://trid.trb.org/View/187894</link>
      <description><![CDATA[Defects in ball joints in the front suspension affect traffic safety.  It has however been found that even quite appreciable play has only a small effect on driving characteristics.  A radial play of 3 mm in a steering joint causes only 1 deg change in wheel angle.  This can be corrected by the driver.  Separation of the joint however completely disrupts steering control and causes accidents. A study shows that (1) rapid wear in a relatively short time/mileage is mainly caused by penetration of abrasive particles and water.  (2) in loadbearing king pin joints and also in steering joints, axial play dominates.  (3) non-loadbearing king pin joints exhibit equal radial and axial wear.  (4) chemical analysis shows that defective watertightness is the principal cause of deterioration. (5) examination of inspection methods shows that they are generally appropriate.  (6) some front suspensions are such that measurements are difficult, and only visual and/or tactile assessment is possible.  The most essential factors for the improvement of joints are: (1) better watertightness, (2) improved design of sockets, (3) standardisation of ball joints and incorporation of a locating groove to prevent faulty assembly.  (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187894</guid>
    </item>
  </channel>
</rss>