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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>ICE ENGINEERING IN 1984</title>
      <link>https://trid.trb.org/View/392678</link>
      <description><![CDATA[Because of the very fast progress in ice engineering in the last few years, this paper is limited to two areas of ice engineering where new developments are dominant. In river and lake ice engineering the following new developments are discussed: intake design against frazil clogging, new types of ice booms, and new methods to alleviate ice jams (comprising ice trenching and the use of air cushioned vehicles). For sea and Arctic ice engineering the broad question of ice management in harbors is discussed. A general presentation is made of the fundamental concepts of harbor design against ice blockage, including the design of external ice barring structures. New local ice control measures inside the harbor are also reviewed: use of thermal discharge, air jets, flow developers and ice clearing by ships. Finally the design of ice barring structures and dikes is discussed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/392678</guid>
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      <title>ICE ENGINEERING</title>
      <link>https://trid.trb.org/View/159656</link>
      <description><![CDATA[A description of the Ice Engineering Facility at CRREL.  The three main work areas in the facility are discussed.  The research area, which is the only refrigerated hydraulic modelling laboratory in the world; the flume, where the formation of ice sheets, and frazil ice, particularly in relation to ice booms, can be studied; and, the test basin, where research is primarily concerned with "large scale work on ice forces on structures built in ice fields."  (ASTIS)]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159656</guid>
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      <title>SAINT LAWRENCE RIVER ALL-YEAR NAVIGATION ICE CONTROL SYSTEM</title>
      <link>https://trid.trb.org/View/150937</link>
      <description><![CDATA[The objective of this study was to prepare designs and specifications for an ice control system which would allow all-year navigation in the Brockville to Cardinal section of the international portion of the St. Lawrence River. The study involved operation of a distorted scale (horizontal scale, 1:150; vertical scale, 1:60) hydraulic model of the section of the river extending from Stillwells Point, New York to Red Mills, New York. Three alternative ice control systems were tested under varying river flowrates and stages and under varying ice conditions which included ice cover formation, consolidated ice covers, and spring breakup.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150937</guid>
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      <title>MATHEMATICAL AND PHYSICAL MODEL STUDIES OF THE COPELAND CUT TEST ICE BOOM</title>
      <link>https://trid.trb.org/View/150531</link>
      <description><![CDATA[The objective of this study was to assess the feasibility of predicting, with mathematical and physical models, the behavior of ice booms and their retained ice field in the Saint Lawrence River when these booms are modified to permit transiting by ships. The study reviews available mathematical theories on the subject and applies a finite element method of analysis to predict loads on a prototype test ice boom installed in the Copeland Cut of the St. Lawrence River.  A complete and consistent set of hydro-mechanical scaling laws are developed for undistorted and distorted scale models for ship, ice and ice boom interactions in a river. A set of modeling criteria are also developed and applied to the design of two scale models of the Copeland Cut Test Ice Boom. Results from these two models (one undistorted with a scale of 1:60, and the other distorted with a horizontal scale of 1:60 and vertical scale of 1:24) are compared with prototype data. It is concluded that mathematical theories alone cannot presently predict all information needed in the design of navigable ice control structures but that properly designed physical models should be able to predict almost all of the needed design data.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150531</guid>
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      <title>SAINT LAWRENCE RIVER ICE BOOM MODIFICATION STUDY</title>
      <link>https://trid.trb.org/View/144100</link>
      <description><![CDATA[The objective of this study was to prepare designs and specifications for improvements to existing ice booms in the international portion of the Saint Lawrence River to allow extended season navigation through 31 December of each year. The study involved the construction and operation of a distorted scale (horizontal scale 1:150, vertical scale 1:60) hydraulic model of the section of the river extending from Stillwells Point, New York downstream to Red Mills, New York. The design and construction of the model are described. The model was used to develop and test concepts for improving the booms to permit navigation while maintaining or improving the stability of the ice cover and the hydraulic integrity of the river. These tests involved model ship passages through consolidated and unconsolidated ice conditions with and without simulated high winds. Results from the model were used to design structural components and to assess the impact on levels and flows of the river and Lake Ontario due to ice passing downstream of the booms.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144100</guid>
    </item>
    <item>
      <title>FORCE MEASUREMENTS ON A NAVIGABLE ICE BOOM</title>
      <link>https://trid.trb.org/View/72976</link>
      <description><![CDATA[A test ice boom was designed, installed and instrumented on the St.  Lawrence River near Massena, New York, in order to demonstrate the feasibility of maintaining a stable ice cover upstream from the boom while allowing repeated ship passages.  The installed instrumentation allowed loads to be measured, which in turn led to the revision of available theories for computing loads on ice booms as well as providing raw data for the calibration of hydraulic/ice models of navigable ice booms.  The force measurements also showed that the effect of water surface elevation fluctuations must also be considered during the design where it is necessary to anchor the shoreside ends of boom cables well above the water level.  The boom assisted in the early formation and the maintenance of a stable ice cover throughout the winter.  No ice passed over or under the boom, even under conditions of high wind and frequent vessel transits.]]></description>
      <pubDate>Wed, 31 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72976</guid>
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      <title>ICE AND SHIP EFFECTS ON THE ST. MARYS RIVER ICE BOOMS</title>
      <link>https://trid.trb.org/View/72977</link>
      <description><![CDATA[The operation of ships in winter under a federal program to extend the navigation season on the river has led to troublesome ice movements and accumulations.  To help counteract these effects, two ice booms with a 250 ft (76 m) wide navigation opening between their adjacent ends were installed at the southerly outlet from the harbor at Sault Ste.  Marie, Michigan and Ontario.  The ice booms contained six force measuring devices.  Records of these forces and pertinent data on the weather, water levels, ship passages and ice conditions were kept the following winter of 1975-76.  The ice booms reduced the harbor ice losses to an acceptable level and provided much information about the interactions between itself and the ice cover and the ships. Ships and environmental effects kept the ice behind the west boom free from shore much of the winter.]]></description>
      <pubDate>Wed, 31 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72977</guid>
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      <title>MODEL STUDY OF SAINT MARYS RIVER ICE NAVIGATION</title>
      <link>https://trid.trb.org/View/61128</link>
      <description><![CDATA[Vessel movements in the river during winter months lead to changes in the river ice regime and affect local ferry service across the river.  A hydraulic scale model of a 7300-m length of the waterway extending downstream from the Soo Locks was used to compare alternatives for relieving these effects.  Methods for representing ice behavior were a key element in the model study.  An arrangement of ice booms with an open ship passage which does not impede navigation was developed and recommended on the basis of model tests. That boom arrangement was installed at the end of 1975 and proved to be highly effective under the ice conditions experienced in the 1975-1976 and 1976-1977 winter seasons.]]></description>
      <pubDate>Tue, 07 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61128</guid>
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      <title>ST. MARYS RIVER ICE BOOMS - DESIGN FORCE ESTIMATE AND FIELD MEASUREMENTS</title>
      <link>https://trid.trb.org/View/49109</link>
      <description><![CDATA[A set of two ice booms with a 250-ft (76-m)-wide navigation opening between them was designed to stabilize the ice cover in the harbor at Sault Ste. Marie, Michigan and Ontario, and to reduce the ice losses associated with winter navigation of ships on the St. Marys River. The forces from natural effects on the ice cover were predicted using existing theory and physical data for the area. The forces in the boom structure resulting from ice cover and boom interaction were estimated. When the ice booms were installed, force measurement systems were put into selected anchor cables. These systems were operated all winter in conjunction with a modest program of supplemental data gathering. The force data exhibited periods when the force distribution was in good agreement with predictions and periods when the effect of the ice on the booms differed substantially from predictions. Sometimes passing ships had a substantial effect on the ice cover and the boom loads, and at other times, the effect was negligible. The direction of travel made little difference on average peak loads. The maximum loads on the booms resulted from natural occurrences.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49109</guid>
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