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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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      <title>Transport Research International Documentation (TRID)</title>
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      <title>EMBANKMENT DRAINAGE AFTER INSTANTANEOUS DRAWDOWN</title>
      <link>https://trid.trb.org/View/121887</link>
      <description><![CDATA[A METHOD IS PRESENTED FOR USE IN DETERMINING THE POSITION OF THE SATURATION LINE AND THE PER CENT DRAINAGE IN THE UPSTREAM PORTION OF AN EARTH DAM FOLLOWING COMPLETE OR PARTIAL DRAWDOWN OF THE RESERVOIR BASED UPON A DIMENSIONLESS TIME FACTOR WHICH IS A FUNCTION OF ELAPSED TIME, PERMEABILITY, EFFECTIVE POROSITY, AND BOUNDARY CONDITIONS, AND A DRAWDOWN RATIO WHICH EXPRESSES THE DROP IN RESERVOIR ELEVATION AS A FUNCTION OF THE ORIGINAL HEIGHT OF WATER ABOVE THE SLOPE. SINCE AN EVALUATION OF SLOPE STABILITY UNDER DRAWDOWN CONDITIONS IS DEPENDENT UPON PORE PRESSURES RELATED TO THE POSITION OF THE SATURATION LINE, A QUICK METHOD OF PREDICTING ITS LOCATION IS DESIRABLE. THE DRAINAGE THEORY USED IN THIS METHOD IS SIMILAR TO THE APPROACH PROPOSED BY CASAGRANDE FOR EVALUATING BASE COURSE DRAINAGE OF AIRFIELD PAVEMENTS AND LATER ADAPTED BY SHANNON FOR USE IN DAMS. EXPRESSIONS ARE DERIVED FOR PREDICTING THE EFFECT OF PARTIAL DRAWDOWN. MODEL STUDIES INDICATE THAT HYPERBOLAS RELATED TO A COORDINATE SYSTEM, WHICH IS A FUNCTION OF THE TIME FACTOR AND THE DRAWDOWN RATIO, CAN BE USED TO DEFINE THE SATURATION LINE. /ASCE/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:12 GMT</pubDate>
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      <title>THE APPLICABILITY OF THE ABSOLUTE RATE THEORY IN EXPLAINING THE BEHAVIOR OF BITUMINOUS MATERIALS</title>
      <link>https://trid.trb.org/View/100921</link>
      <description><![CDATA[THE ABSOLUTE RATE THEORY WAS INVESTIGATED FOR APPLICATION TO ASPHALTIC MATERIALS. THIS THEORY IS BASED UPON THE ASSUMPTION THAT THE MECHANICS OF FLOW CONSISTS OF THE MOVEMENT OF ATOMS, MOLECULES, OR GROUPS OF MOLECULES (FLOW UNITS) INTO VACANCIES IN THE MATERIAL OR BY THE DISPLACEMENT OF THE VACANCIES THEMSELVES AND THAT FOR THIS MOVEMENT TO TAKE PLACE A STRAIN ENERGY BARRIER MUST BE OVERCOME. SINCE AN EXTERNAL SHEARING FORCE WAS APPLIED TO THE ASPHALTS IN THIS STUDY, THE BASIC ABSOLUTE RATE RELATIONSHIP FOR AN EQUILIBRIUM CONDITION HAD TO BE MODIFIED. THE DERIVATION OF THIS EQUATION IS GIVEN. A WIDE RANGE OF ASPHALTS WERE TESTED TO STUDY THE APPLICABILITY OF THIS THEORY TO ASPHALT. THEY DIFFERRED WITH RESPECT TO PENETRATION, SOURCE, AND METHOD OF MANUFACTURE. NEEDED DATA ON THE RELATIONSHIPS BETWEEN THE SHEAR STRESS AND THE RESULTING RATE OF SHEAR OF THE ASPHALTS WERE OBTAINED FROM EXPERIMENTS PERFORMED ON A MODIFIED SLIDING PARALLEL-PLATE MICROVISCOMETER. THE ABSOLUTE RATE EQUATION INDICATES THAT THE SHEAR RATE, SHEAR STRESS AND TEMPERATURE ARE INTERDEPENDENT. THEREFORE, EXPERIMENTS WERE RUN IN WHICH TWO OF THESE PARAMETERS WERE VARIED TO OBTAIN THE THIRD. IT IS CONCLUDED THAT RESULTS ARE APPLICABLE TO PURE BITUMINOUS MATERIALS IN GENERAL, BUT IT IS NOT KNOWN WHETHER THE SAME CONCLUSIONS WOULD ALSO BE APPLICABLE TO ASPHALTS WHEN PRESENT IN BITUMINOUS MIXTURES. RESULTS SHOW THAT, REGARDLESS OF THE CONSISTENCY AND PROBABLY THE METHOD OF MANUFACTURE AND THE SOURCE, A HYPERBOLIC SINE RELATIONSHIP EXISTS BETWEEN THE SHEAR STRESS AND THE SHEAR RATE. THE ABSOLUTE RATE THEORY SEEMS TO BE APPLICABLE FOR EXPLAINING THE FLOW BEHAVIOR OF THE ASPHALTS STUDIED OVER A WIDE RANGE OF TEMPERATURE. BITUMINOUS MATERIALS APPEAR TO HAVE A HIGH ENTROPY WHICH COINCIDES WITH THE HIGH TEMPERATURE SUSCEPTIBILITY OF THE MATERIAL.]]></description>
      <pubDate>Fri, 13 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100921</guid>
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      <title>RECTANGULAR HYPERBOLA METHOD OF CONSOLIDATION ANALYSIS</title>
      <link>https://trid.trb.org/View/289629</link>
      <description><![CDATA[The discusser, K. S. Li of Hong Kong, discusses the application of data measured from Hong Kong marine clay. The discusser, Chin Fung Kee, makes further comments of the theoretical analysis, the radial flow and simultaneous radial and vertical flow, and prediction of primary and secondary settlements.  These discussions are followed by the author's reply.]]></description>
      <pubDate>Wed, 30 Nov 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/289629</guid>
    </item>
    <item>
      <title>MONITORING OF THE BOWEN BRIDGE FOUNDATIONS</title>
      <link>https://trid.trb.org/View/211920</link>
      <description><![CDATA[Bowen Bridge is the second road crossing of the Derwent River in Hobart.  In addition to superstructure loading the bridge piers have been designed to withstand impact from 5000 tonne barges, this design feature being introduced principally as a result of the Tasman Bridge disaster in January, 1975.  The bridge is supported on 13.3m diameter caissons, extending to 47m below river level to found on rock.  This paper presents details of site stratigraphy, design and general arrangement of the foundations. Monitoring of two aspects of rock performance during construction is included in the paper; water pressure relief for cofferdam dewatering and rock mass stiffness for comparison with design assumptions.  Water pressure relief in the rock at and below foundation level was required to permit construction of the caisson walls in the dry inside cofferdams.  Pressure relief holes were drilled in the rock and piezometers installed to monitor pressures during and after dewatering.  Rock mass stiffness is a significant parameter in assessing the response of the foundation to superstructure and ship impact loadings.  A programme of rock coring and pressuremeter testing provided estimates of rock stiffness for design purposes.  These estimates are compared with data from direct reading multi-rod extensometers installed up to 60m below river level. Details of the extensometer installations, together with assessments of rock mass stiffness from pressuremeter and extensometer records are presented (Author/TRRL)]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211920</guid>
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    <item>
      <title>EMISSION INVENTORY/FACTOR WORKSHOP. VOLUME II</title>
      <link>https://trid.trb.org/View/82715</link>
      <description><![CDATA[This report in two volumes presents the written form and summarized discussions of 'presentations' made at the Emission Inventory and Factor Workshop in Raleigh, N.C., September 13-15, 1977. A total of twenty-five 'papers' on emission inventory and factor experiences and other information with emphasis on organics (hydrocarbons) were presented. Authors represented EPA, state air pollution control agencies and private industry.]]></description>
      <pubDate>Fri, 11 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82715</guid>
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    <item>
      <title>A NOTE ON SPEED/FLOW/CONCENTRATION RELATIONS</title>
      <link>https://trid.trb.org/View/46603</link>
      <description><![CDATA[The author examines the use of speed/flow and speed/concentration plots. Often the speed/flow data show a large amount of scatter and the corresponding speed/concentration plots show a marked tendency to which a downward straight line may be fitted. This straight line can be reconverted to a parabola on the speed/flow diagram, establishing a significant relationship between the two variables which are totally uncorrelated giving a false measure of capacity. Normally distributed random values of speed are used to illustrate the abuse of the relation.  A further danger in the transformation process is that several rectangular hyperbola give an equally good fit to the speed/concentration data as the straight line; it is shown that these produce significant changes in the shape of the reconstructed parabola on the speed/flow diagram. The shape and statistical significance of a speed/flow relation should not be inferred from a speed/concentration relation unless the latter is very clearly defined over a range of values. /TRRL/]]></description>
      <pubDate>Wed, 17 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46603</guid>
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    <item>
      <title>STRESS-STRAIN PROPERTIES OF COMPACTED CLAYS</title>
      <link>https://trid.trb.org/View/45361</link>
      <description><![CDATA[It is pointed out that if the 70 percent and 95 percent points are used in fitting, the laboratory curve and the hyperbolic curve will compare vary well in this region but may differ seriously at low stress levels.  The best overall fit between laboratory curves and hypergolas is obtained using the 50 percent and 95 percent points but the user should use points appropriate to the stress levels of major interest.  Comment is made on the values of R sub f, and compaction conditions, and a linear failure equation.  The use is unidacted of the log-log relationship to obtain a single analytic relationship through the stress range from 10 psi-1,000 psi.  Both the tangent Poisson ration model and the hyperbolic model work well for samples compocted wet of optimum because they involve essentially constant values of Poissons ratio and thus degenerated into linear models in both cases.  It is pointed out that the use of average axial strain and averate radial strain (derived from average values of volumetric and axial strains) is more likely to yield accurate results than the use of an average axial strain with the radial strain measured at a single point.]]></description>
      <pubDate>Sat, 05 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45361</guid>
    </item>
    <item>
      <title>MAINTENANCE MANAGEMENT CONCEPTS</title>
      <link>https://trid.trb.org/View/139286</link>
      <description><![CDATA[The basic components of maintenance management systems developed and generally accepted by highway maintenance organizations are presented, along with other maintenance management concepts which are currently being used. Individual discussions are included of the following: the roadway inventory; performance standards; the maintenance workload; budgeting; reports; and planning and scheduling. The following two points are made: (1) Standards must be presented to the maintenance organization and used by management as a better, more objective means of measuring and recognizing the work done by the units in that organization; and (2) Standards should always be subject to change.]]></description>
      <pubDate>Tue, 12 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/139286</guid>
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