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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>
    <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>LOADS AND SUPPORTING STRENGTHS FOR CONCRETE PIPE LINES</title>
      <link>https://trid.trb.org/View/106705</link>
      <description><![CDATA[CONTENTS: TRENCH CONDUITS POSITIVE PROJECTING CONDUITS NEGATIVE PROJECTING CONDUITS AND THE IMPERFECT TRENCH TRANSMITTED LOADS SUPPORTING STRENGTH OF CONCRETE PIPE FACTOR OF SAFETY AND EXAMPLES OF LOAD COMPUTATIONS APPENDIX-LOADS ON TRENCH AND EMBANKMENT CONDUITS (TABLES)]]></description>
      <pubDate>Tue, 09 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106705</guid>
    </item>
    <item>
      <title>A PRACTICAL APPLICATION OF THE IMPERFECT DITCH METHOD OF CONSTRUCTION</title>
      <link>https://trid.trb.org/View/102594</link>
      <description><![CDATA[A BRIEF DISCUSSION IS PRESENTED OF THE PRINCIPLES ON WHICH MARSTON'S IMPERFECT DITCH METHOD IS BASED AND A DESCRIPTION OF THE CONSTRUCTION PLAN CARRIED OUT IN A SUCCESSFUL ATTEMPT TO MINIMIZE THE LOAD PRODUCED BY A HIGH ADDITIONAL FILL PLACED ABOVE A SEWER IN A REGRADING OF A LARGE RAILROAD FREIGHT YARD AT ATLANTA, GEORGIA. THE CONCRETE PIPE SEWER IS NOW CARRYING THE ADDITIONAL HEIGHT OF FILL WITH NO SIGNS OF DISTRESS OR OTHER EVIDENCE OF LOAD DAMAGE. /AUTHOR/]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102594</guid>
    </item>
    <item>
      <title>BEHAVIOR OF THE RECONSTRUCTED WOLF CREEK CULVERT</title>
      <link>https://trid.trb.org/View/98890</link>
      <description><![CDATA[REPLACEMENT OF AN 18,5-FOOT DIAMETER STRUCTURAL-PLATE CULVERT UNDER 83 FEET OF COVER USING IMPERFECT TRENCH TYPE CONSTRUCTION. THE RECONSTRUCTED CULVERT WAS INSTRUMENTED TO STUDY ITS BEHAVIOR. THE INSTRUMENTATION CONSISTED OF SR-4 STRAIN GAGES ON THE CULVERT WALLS AT APPROXIMATELY MID- HEIGHT, CARLSON SOIL STRESS METERS, PLACED ON OUTSIDE WALLS, RUBBER PRESSURE CELLS PLACED IN FILL AND SETTLEMENT CELLS IN THE FILL ON EACH SIDE OF THE CULVERT. RESULTS OF THE TESTS CORRELATED WELL AND DEMONSTRATED THAT THE VERTICAL LOAD ON THE CULVERT WAS MUCH LESS THAN THE WEIGHT OF OVERLYING COLUMN OF EARTH. THERE WAS NO MEASUREABLE DIFFERENTIAL SETTLEMENT OF THE PAVEMENT ATTRIBUTABLE TO THE IMPERFECT TRENCH TYPE OF CONSTRUCTION. /AUTHOR/]]></description>
      <pubDate>Mon, 31 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98890</guid>
    </item>
    <item>
      <title>REBUILT WOLF CREEK CULVERT BEHAVIOR</title>
      <link>https://trid.trb.org/View/103892</link>
      <description><![CDATA[THE FAILURE OF AN 18.5-FT DIAMETER STRUCTURAL-PLATE CULVERT UNDER 83 FT OF COVER LED TO ITS RECONSTRUCTION USING THE IMPERFECT TRENCH TYPE OF CONSTRUCTION AS WELL AS OTHER CHANGES. THE CULVERT WAS INSTRUMENTED WITH ELECTRICAL RESISTANCE STRAIN GAGES PLACED ON THE CULVERT WALLS AT APPROXIMATELY MID-HEIGHT. CARLSON SOIL STRESS METERS WERE PLACED ON THE OUTSIDE WALLS OF THE CULVERT AND IN THE FILL. RUBBER PRESSURE CELLS ADAPTED FROM COMMERCIAL HOT WATER BOTTLES WERE PLACED IN THE FILL AND SETTLEMENT CELLS ON EACH SIDE OF THE CULVERT. THE RESULTS CORRELATED WELL AND DEMONSTRATED THAT THE VERTICAL LOAD ON THE CULVERT WAS MUCH LESS THAN THE WEIGHT OF THE OVERLYING COLUMN OF EARTH. THE STRAIN GAGES, WHICH MEASURED BENDING STRAINS IN ADDITION TO CIRCUMFERENTIAL COMPRESSION, SHOWED THAT SIGNIFICANT RESIDUAL BENDING STRESSES WERE INDUCED IN THE PLATES DURING ERECTION. THEY ALSO MONITORED BENDING STRESS CHANGES THAT OCCURRED AT THE STRAIN GAGE SITES DURING AND AFTER THE BACKFILLING OPERATION. THE VIGOROUS COMPACTION OF THE BACKFILL ON EACH SIDE OF THE CULVERT DURING THE EARLY STAGES OF BACKFILLING PRODUCED A BENDING STRESS PATTERN IN THE SIDE WALLS THAT PERSISTED THROUGHOUT THE EMBANKMENT CONSTRUCTION PERIOD AND THEREAFTER. /AUTHOR/]]></description>
      <pubDate>Thu, 04 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103892</guid>
    </item>
    <item>
      <title>FIELD LOAD TEST OF COLLAPSIBLE CANVAS LINER FOR SHALLOW TUNNELS</title>
      <link>https://trid.trb.org/View/123749</link>
      <description><![CDATA[THE LOAD TEST DESCRIBED WAS DESIGNED TO FURNISH DATA CONCERNING THE ULTIMATE CRUSHING STRENGTH OF A COLLAPSIBLE, REINFORCED, CANVAS LINER FOR SHALLOW TUNNELS IN LOOSE, UNCONSOLIDATED EARTH. A FIELD LOAD TEST USING THE SANDBOX METHOD OF LOADING WAS CONDUCTED. VERTICAL AND HORIZONTAL FIELD DEFLECTION MEASUREMENTS AND LABORATORY TESTS OF INDIVIDUAL COMPONENTS WERE MADE. IT IS CONCLUDED: (1) BASED ON THE CRITERION FOR LINER FAILURE, A CONSERVATIVE ESTIMATE OF THE LOAD-CARRYING CAPACITY OF THE LINER IS 4,713 POUNDS PER LINEAL FOOT OR A FILL HEIGHT OF 12 FEET OF SAND FILL, (2) THE BEDDING CONDITION SIGNIFICANTLY AFFECTS SETTLEMENT AND, THEREFORE, AFFECTS THE SUPPORTING STRENGTH OF THE LINER, (3) THE IMPERFECT TRENCH METHOD OF INSTALLATION WOULD MATERIALLY INCREASE THE LINER'S LOAD-CARRYING CAPACITY, (4) IT IS DESIRABLE TO HAVE THE LINER FABRIC YARN WITH THE LEAST ULTIMATE ELONGATION ORIENTATED PARALLEL TO THE LONGITUDINAL AXIS OF THE LINER, (5) OF THE TWO TYPES OF RING JOINTS TESTED, THE STEEL INSERT AND THE PIPE COUPLING, THE LATTER APPEARS TO BE THE BETTER, (6) METHOD OF WELDING OF THE PIPE COUPLING APPEARS CRITICAL AND SHOULD BE GIVEN PROPER CONSIDERATION, AND (7) THE HOLLOW PIPE RINGS SEEM TO HAVE ONLY A MINIMAL ADVANTAGE OVER THE SOLID ROD RINGS, BUT ON THE BASIS OF MILITARY LOGISTICS A GREATER WEIGHT REDUCTION CAN BE ACHIEVED BY THE USE OF THE PIPE RINGS.]]></description>
      <pubDate>Fri, 13 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123749</guid>
    </item>
    <item>
      <title>A THEORY ON LOADS ON NEGATIVE PROJECTING CONDUITS</title>
      <link>https://trid.trb.org/View/103863</link>
      <description><![CDATA[NEGATIVE PROJECTING CONDUITS ARE DEFINED AS THOSE WHICH ARE PLACED IN SHALLOW DITCHES OF SUCH DEPTH THAT THE TOP OF THE CONDUIT IS BELOW THE ADJACENT NATURAL GROUND SURFACE WHICH IS COVERED BY AN EMBANKMENT. THE THEORY IS PRESENTED FOR SUCH CONDUITS. IT FOLLOWS THE GENERAL PRINCIPLES DEVELOPED BY MARSTON IN THE THEORY OF LOADS ON POSITIVE PROJECTING CONDUITS, WHICH ARE THOSE IN WHICH THE CONDUIT IS PLACED IN SHALLOW BEDDING WITH THE TOP OF THE CONDUIT PROJECTING ABOVE THE NATURAL GROUND SURFACE, BUT UNDER AN EMBANKMENT. SINCE THE LOAD ON A NEGATIVE PROJECTING CONDUIT IS LESS THAN THAT ON A POSITIVE PROJECTING CONDUIT UNDER THE SAME FILL, THERE IS CONSIDERABLE ADVANTAGE IN THE NEGATIVE PROJECTION TYPE OF CONSTRUCTION. THIS THEORY MAY BE USED TO ESTIMATE LOADS ON CONDUITS INSTALLED BY THE IMPERFECT DITCH METHOD IN WHICH THE SOIL ON BOTH SIDES AND ABOVE THE CONDUIT FOR SOME DISTANCE ABOVE ITS TOP IS THOROUGHLY COMPACTED BY ROLLING AND TAMPING. THEN A DITCH IS DUG IN THIS COMPACTED FILL BY REMOVING THE PRISM OF MATERIAL DIRECTLY OVER THE CONDUIT. THE DITCH IS REFILLED WITH LOOSE COMPRESSIBLE MATERIAL, AFTER WHICH THE EMBANKMENT IS COMPLETED IN A NORMAL MANNER.]]></description>
      <pubDate>Sun, 23 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103863</guid>
    </item>
    <item>
      <title>TRANSPORTATION SAFETY IN JAPAN</title>
      <link>https://trid.trb.org/View/218175</link>
      <description><![CDATA[The article contains edited and shortened extracts from the 1983 white paper and 1982 accident statistics. Policies and measures to reduce accidents and increase safety in road, rail, sea and all traffic over the last 15 years are discussed.  The number of people killed in road accidents decreased for nine consecutive years from 1971 but has shown an increasing trend since 1980.  The greater proportion of fatal accidents involved two-wheeled vehicles.  Age groups most at risk were youths aged between 16 and 19 and people over 70.  Drunken driving and driving at too high a speed caused a large proportion of the deaths, and an increasing number involved collisions with structures.  Operational accidents at railway crossings accounted for nearly half of all rail traffic accidents which have steadily decreased. Air traffic accidents decreased in number but casualties increased due to one severe accident.  Measures to reduce accidents discussed include programmes to improve driver skills and behaviour, better isolation of pedestrians and cyclists, and improvements in design of safety features of vehicles. Automatic train stopping devices and improved harbour facilites are also discussed.  (TRRL)]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218175</guid>
    </item>
    <item>
      <title>LOADS ON BOX CULVERTS UNDER HIGH EMBANKMENTS: POSITIVE PROJECTION, WITHOUT IMPERFECT TRENCH</title>
      <link>https://trid.trb.org/View/28653</link>
      <description><![CDATA[This report describes the instrumentation and measurements of settlements and pressures on two box culverts in Clark County, Kentucky, designed without the imperfect trench-- one for yielding and one for unyielding foundation conditions. The structures were primarily instrumented for comparison with three structures previously constructed in McCreary County, which were designed using the imperfect trench method. Pressures on the two structures in Clark County generally exceed the product of the unit weight of the overlying material and its height. The pressures on the culverts in McCreary County appear to be lower than expected --indicating that the imperfect trench is generally effective in reducing loads. /Author/]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/28653</guid>
    </item>
    <item>
      <title>EFFECTS OF METHODS A AND B BACKFILL ON FLEXIBLE CULVERTS UNDER HIGH FILLS</title>
      <link>https://trid.trb.org/View/25673</link>
      <description><![CDATA[Two large-diameter; structural steel plate pipes embedded in deep embankments were instrumented and tested to assess circumferential soil stress distributions, deformations, and internal strains.  Construction techniques included the "imperfect trench" method (method B backfill) and positive projection (method A backfill).  Method B uses layers of baled straw over a 114-in. (290-cm) pipe under 89 ft (27 m) of overfill.  Method A consists of ordinary embankment materials surrounding twin, 108-in. (274-cm) pipes under 160 feet (49 m) of overfill.  Method B soil stress-fill height functions were nonlinear; strains and strain gradients in the pipe walls were larger than those observed for the method A installation.  Radial displacements were smaller than those observed for the method A installation.  Method A soil stress-fill height functions were essentially linear.  Observed deformations and stresses were compared with theoretical values obtained from Marston's theory, the Iowa deflection formula, and the ring compression method.  The ring compression method provided correlations that were sufficient for design purposes.  Internal strains were correlated with external, measured pressures by nautral point and finite element methods.  Baled straw inclusions are not recommended for future designs of flexible pipe culverts.  Design can be based on ring compression with a safety factor of 4, but a 70 percent increase in soil densities may be anticipated over a period of time after fill completion.]]></description>
      <pubDate>Wed, 26 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25673</guid>
    </item>
    <item>
      <title>LOADS ON BOX CULVERTS UNDER HIGH EMBANKMENTS</title>
      <link>https://trid.trb.org/View/129549</link>
      <description><![CDATA[The structural design of culverts requires a reliable estimate of the earth pressures which will come to bear on the structure during and after construction of the embankment.  The actual bearing pressure at a given time and under various conditions of differential settlement may be greater or less than the deadload of the fill or embankment over the structure.  This report describes the instrumentation and construction of three box culverts designed by the imperfect trench method.  A total of 42 Carlson earth pressure cells were installed in conjunction with strain gages and settlement measuring devices, including inverted settlement plates and mercury settlemnt gages.  Measurements made during the first few months indicate the imperfect trench has considerably reduced the overburden loads bearing on the structures. /AUTHOR/]]></description>
      <pubDate>Sat, 05 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/129549</guid>
    </item>
    <item>
      <title>INDUCED-TRENCH METHOD OF CULVERT INSTALLATION</title>
      <link>https://trid.trb.org/View/13241</link>
      <description><![CDATA[The induced-trench (imperfect-trench) method of culvert installation is used to reduce the loads on a culvert under a high fill.  Although the method has been used successfully with concrete pipe under some unusually high fills, the magnitude of the reduction in load achieved by the induced trench has not been clearly established.  This research project was initiated to evaluate the settlement ratio and to compare the measured loads acting on the culvert with theoretical values.  The results of this research indicate that the range of empirical values that have been recommended for the settlement ratio for the induced trench is reasonable for a 48-in. reinforced concrete-pipe culvert under 30 ft of fill.  A comparison of the measured loads acting on the culvert with theoretical loads indicates that the load theory is somewhat conservative.]]></description>
      <pubDate>Fri, 11 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13241</guid>
    </item>
    <item>
      <title>EXPERIMENTAL STUDIES IN SOIL-STRUCTURE INTERACTION</title>
      <link>https://trid.trb.org/View/125891</link>
      <description><![CDATA[THIS PAPER CONTAINS A LITERATURE REVIEW OF CERTAIN EXPERIMENTAL STUDIES THAT PERTAIN TO SOIL-STRUCTURE INTERACTION. IT IS DIVIDED INTO TWO PARTS: MODEL STUDIES AND FIELD OR FULL-SCALE TESTING. THE REQUIREMENTS THAT GOVERN MODEL STUDIES ARE REVIEWED BRIEFLY, AND EXAMPLES OF APPLICATIONS ARE PRESENTED. A BRIEF PRESENTATION IS MADE OF SEVERAL STUDIES THAT HAVE USED MODEL ANALYSIS. THEY COVER TOPICS SUCH AS EFFECTS OF SOIL MOISTURE AND DENSITY ON CULVERT DEFLECTION, EFFECTS OF DIFFERENTIAL SOIL COMPACTION ON CULVERT STRESSES, IMPERFECT DITCH METHOD OF CONSTRUCTION, STRESSES ON MULTIPLE PIPE INSTALLATIONS, PRESSURE DISTRIBUTION ON PIPE, AND SOIL PROPERTIES. THE FIELD STUDY PORTION PRESENTS FIELD STUDIES OF THE IMPERFECT DITCH METHOD OF CONSTRUCTION, FULL-SCALE FAILURE TESTS, AND CERTAIN CANADIAN LARGE PIPE TESTS. A CIRCULAR CULVERT DESIGN METHOD THAT TAKES INTO ACCOUNT MOST OF THE SIGNIFICANT VARIABLES THAT AFFECT CULVERT PERFORMANCE IS ALSO PRESENTED.]]></description>
      <pubDate>Tue, 17 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/125891</guid>
    </item>
    <item>
      <title>EXPERIENCE WITH SHEAR REINFORCEMENT IN REINFORCED CONCRETE PIPE</title>
      <link>https://trid.trb.org/View/100645</link>
      <description><![CDATA[IT HAS LONG BEEN REALIZED THAT AN UPPER LIMIT EXISTS FOR THE STRENGTH OF LARGE PIPE IN A THREE-EDGE-BEARING TEST. THIS BEARING TEST PRODUCES HIGH SHEARING STRESSES IN THE WALL OF A PIPE. THE MAXIMUM TEST LOAD THAT A PIPE CAN CARRY IS LIMITED LARGELY BY THE RESISTANCE OF THE CONCRETE ALONE TO A DIAGONAL TENSION FAILURE. THE DEMAND FOR HIGHER PIPE STRENGTHS DEVELOPED A SPECIAL DESIGN BASED ON AN INCREASED WALL THICKNESS. THIS PROVIDES MORE CONCRETE TO CARRY THE DIAGONAL TENSION DEVELOPED IN THE THREE-EDGE-BEARING TEST. HOWEVER, FOR LARGER DIAMETERS INCREASING THE WALL THICKNESS MAY MEAN A CONSIDERABLE WEIGHT INCREASE. THEREFORE, TO CARRY THE DIAGONAL TENSION STRESSES, SHEAR REINFORCEMENT MUST BE PROVIDED IN THE PIPE WALL. THE USE OF SHEAR REINFORCEMENT IS REVIEWED. TO BE EFFECTIVE, SHEAR REINFORCEMENT MUST BE POSITIVELY ANCHORED TO THE INSIDE CAGE OF THE PIPE REINFORCEMENT. USUALLY THIS ANCHORAGE IS BY HOOKING OR BENDING THE TIE OR STIRRUP AROUND THIS REINFORCING. THE EFFECT OF SHEAR REINFORCEMENT ON CRACK STRENGTH OF REINFORCED CONCRETE PIPE IS CONTROVERSIAL. SOME TESTS HAVE SHOWN EXCEPTIONALLY HIGH CRACKING STRENGTHS WHEN SHEAR REINFORCEMENT WAS USED. IN OTHER TESTS, CRACKING STRENGTHS HAVE BEEN SURPRISINGLY LOW RELATIVE TO THE ULTIMATE STRENGTHS OBTAINED. PIPE REINFORCED FOR SHEAR HAS ALWAYS BEEN DESIGNED WITH LARGE AREAS OF TENSION STEEL. TESTS HAVE SHOWN THAT IF A STAGGERED PATTERN OF PLACING THE SHEAR STEEL IS USED, A BETTER CRACK PATTERN RESULTS EVEN WITH A SINGLE HEAVY CAGE. THE VALUE OF THE IMPERFECT TRENCH METHOD OF INSTALLATION HAS BEEN CLEARLY DEMONSTRATED. THE EFFECTIVENESS OF SHEAR REINFORCEMENT IN THE FIELD HAS NEITHER BEEN PROVEN NOR DISPROVEN.]]></description>
      <pubDate>Sun, 29 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100645</guid>
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