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    <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" />
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    <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>
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    <item>
      <title>ROAD CONSTRUCTION IN WESTERN SIBERIA</title>
      <link>https://trid.trb.org/View/218418</link>
      <description><![CDATA[Good highways are required in the Tjumen region in Western Siberia, an area of considerable oil and natural gas fields. Difficult terrain and hard climate are the main problems encountered in road construction.  Three quarters of the northern part of the region are marshland, lakes and rivers with an almost total lack of gravel and aggregate sources. The road authorities of Soviet Esthonia have taken part in road construction in Tjumen since 1980 at Surgut.  The annual goal is at least 30 km of roads surfaced with concrete slabs.  The article deals in some detail with the construction method adopted.  (TRRL)]]></description>
      <pubDate>Wed, 25 Aug 2004 02:46:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/218418</guid>
    </item>
    <item>
      <title>CONSTRUCTION ON MARSHLAND DEPOSITS: TREATMENTS AND RESULTS</title>
      <link>https://trid.trb.org/View/121703</link>
      <description><![CDATA[FOUR FIELD CASES ARE EXAMINED OF POST-CONSTRUCTION SETTLE- MENTS OF STRUCTURES /BUILDINGS AND PAVED AREAS/ BUILT OVER COMPRESSIBLE ORGANIC SOIL DEPOSITS /MARSHLANDS/. LABORATORY TESTS SHOW THAT THESE SOILS EXHIBIT SUBSTANTIAL RATES OF SECONDARY COMPRESSION. ALL SITES WERE STABILIZED BY SURCHARGE FILLS, ONE SITE INVOLVED THE USE OF SAND DRAINS. TWO ADJOINING BUILDINGS ARE COMPARED, ONE WITH SAND DRAINS AND ONE WITHOUT. SURCHARGE SETTLEMENT RECORDS AND PIEZOMETER DATA ARE EVALUATED TO ESTIMATE THE EFFECTIVE CONSOLIDATION PRESSURES WHICH WERE ACHIEVED DUE TO SURCHARGING.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/121703</guid>
    </item>
    <item>
      <title>CONSTRUCTION OF EMBANKMENTS ON MARSHY GROUND USING A HYDRAULIC METHOD WITHOUT PRELIMINARY HEAT BLASTING /IN RUSSIAN/</title>
      <link>https://trid.trb.org/View/122254</link>
      <description><![CDATA[DETAILS ARE GIVEN OF A NEW HYDRAULIC METHOD OF CONSTRUCTING EMBANKMENTS ON MARSHY GROUND. IT CONSISTS IN INJECTING INTO THE PEAT A MIXTURE OF MUD AND SAND THROUGH A VERTICAL TUBE. THIS MIXTURE PARTIALLY LIQUEFIES THE PEAT AND DISPOSES OF IT BY FORMING A CONE IN WHICH THE HEAVIER SAND PARTICLES SETTLE THUS REPLACING THE PEAT BY SAND. CONSTRUCTION COSTS ARE APPROXIMATELY 50% LOWER THAN THOSE OF STANDARD CONSTRUCTION METHODS. /LCPC/RRL/]]></description>
      <pubDate>Thu, 15 Mar 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/122254</guid>
    </item>
    <item>
      <title>MULTIBAND PHOTOS FOR A TIDAL MARSH</title>
      <link>https://trid.trb.org/View/93530</link>
      <description><![CDATA[A VARIETY OF MULTIBAND IMAGERY, INCLUDING NINE-LENS MULTIBAND IMAGERY IN THE 400-900 MILLIMICRON RANGE, PANCHROMATIC, EKTARCHROME, AND EKTACHROME-INFRARED PHOTOGRAPHY, HAS BEEN OBTAINED FOR A TIDELANDS AREA IN SAN FRANCISCO BAY. A TECHNIQUE FOR COMPARING THEIR RELATIVE UTILITY FOR SPECIFIC GEOMORPHIC INTERPRETATIONS HAS BEEN DEVELOPED, WHEREBY A SUBJECTIVE FORM OF TRACING ANALYSIS MAY BE CORRELATED WITH A MORE OBJECTIVE (AND QUANTITATIVE) SCHEME OF SELECTED MICRODENSITOMETER TRAVERSES ACROSS THE VARIOUS NEGATIVES AND POSITIVE TRANSPARENCIES. THE RESULTS SUGGEST THAT THE NINE-LENS MULTIBAND IMAGERY IS EXCESSIVE, AND, THAT FOR A SIMILAR USE AS THAT OF THE PHOTOS STUDIED, COULD BE REDUCED TO FOUR-LENS IMAGERY. THE MOST USEFUL FRAMES ARE THE 550-630 MILLIMICRON BANDWIDTH, THE NEAR- INFRARED, THE EKTACHROME COLOR TRANSPARENCY, AND THE EKTACHROME-INFRARED TRANSPARENCY. VARIOUS UTILITIES ARE SUGGESTED FOR EACH TYPE OF IMAGERY, AND INCREASED EXPERIMENTATION BY GEOLOGISTS WITH THE MICRODENSITOMETER IS URGED. /PE/]]></description>
      <pubDate>Thu, 04 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93530</guid>
    </item>
    <item>
      <title>EXPERIMENTAL COMPOSITE PAVEMENT IN NEW JERSEY</title>
      <link>https://trid.trb.org/View/104969</link>
      <description><![CDATA[AN EXPERIMENTAL COMPOSITE PAVEMENT DESIGN WAS CONSTRUCTED IN NEW JERSEY IN 1963. THE TERRAIN INVOLVED ESSENTIALLY MARSHLAND. THIS ROUTE IS ONE OF NEW JERSEY'S MOST HEAVILY TRAVELED, PRESENTLY CARRYING APPROXIMATELY 80,000 VEHICLES DAILY, OF WHICH 17 PERCENT ARE IN THE HEAVY TRUCK CATEGORY. A COMPOSITE DESIGN WAS CHOSEN AS THAT WHICH WOULD MOST LIKELY SATISFY THE REQUIREMENTS OF A HIGHWAY IN THIS AREA. THAT IS, A PAVEMENT THAT WOULD PROVIDE INHERENT STABILITY TO CARRY THE EXCEPTIONALLY HEAVY TRAFFIC, AS WELL AS SURFACE CONTINUITY, FOR A RELATIVELY LONG PERIOD OF TIME WITH A MINIMUM OF MAINTENANCE. OVER A 42-MONTH PERIOD OF OPERATION THUS FAR OBSERVED, THE COMPOSITE PAVEMENT HAS PERFORMED IN ACCORDANCE WITH DESIGN OBJECTIVES. THERE HAS BEEN AN AVERAGE TOTAL SETTLEMENT OF 0.06 FT IN THIS PERIOD, MOST OF WHICH OCCURRED WITHIN THE FIRST 18 MONTHS OF SERVICE. MAINTENANCE HAS BEEN NEGLIGIBLE THUR FAR. /AUTHOR/]]></description>
      <pubDate>Mon, 31 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104969</guid>
    </item>
    <item>
      <title>NECESSITY IS THE MOTHER OF INVENTION</title>
      <link>https://trid.trb.org/View/366034</link>
      <description><![CDATA[This article describes a bridge construction project near Charleston, South Carolina which attempts to minimize the structure's effect upon the immediate environment. Mounting traditional construction equipment on floating platforms was not permitted because it might have churned up the fragile marshland. Other environmental safeguards have included using poly-sheeting to catch any lubricating fluids thrown off by heavy cranes and vibratory pile driving equipment, as well as the first-time use of a newly-developed, biodegradable machine oil.]]></description>
      <pubDate>Tue, 30 Jun 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366034</guid>
    </item>
    <item>
      <title>FULL-SCALE INVESTIGATIONS OF THE EFFECT OF VERTICAL DRAINS ON THE CONSOLIDATION OF A PEAT DEPOSIT OVERLYING CLAY. DE MELLO VOLUME; A TRIBUTE TO PROFESSOR DR. VICTOR F. B. DE MELLO IN HONOR OF HIS CONTRIBUTION TO THE DEVELOPMENT OF GEOTECHNICAL ENGINEERING IN LATIN AMERICA</title>
      <link>https://trid.trb.org/View/361186</link>
      <description><![CDATA[Peat covers approximately 20% of the land in Sweden, and in some parts of the country more than 50% of the land area is peat.  There is increasing demand for building land and therefore increased interest in the geotechnical characteristics of peat.  In this paper, an investigation is described to show how vertical drains can effect the consolidation process in peat.  The test field comprised four test areas on marshland near to Chalmers University of Technology, Gothenburg.  The site is characterised by very poor subsoil conditions: a top layer of peat 4-5 metres in thickness, underlain by very soft clay.  The groundwater level is normally 0.5 metres below the surface.  Test areas 1, 3 and 4 were provided with vertical band-shaped drains of the geodrain type, while area 2 was a control.  The installation of these drains is described, and consolidation characteristics, settlement, observations, excess pore pressure dissipation, and analysis of results presented. For the covering abstract of this book see IRRD 836508.  (TRRL)]]></description>
      <pubDate>Sat, 30 Nov 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361186</guid>
    </item>
    <item>
      <title>WISCONSIN "WRITES THE BOOK" ON WETLAND MITIGATION FOR MADISON PROJECT</title>
      <link>https://trid.trb.org/View/308011</link>
      <description><![CDATA[The construction of a new 6-lane freeway that crosses 1,600 feet of marsh on a twin 33-span bridge was completed in 1988 after the Wisconsin Departments of Transportation and Natural Resources agreed on an innovative environmental mitigation plan that included restoration of wetlands that had been filled in earlier to replace marsh that was lost to the project.  The half mile bridge was built to avoid building a roadway across the marsh.  Twenty two acres of marsh were replaced by restoring an ancient landfill dump. The details of the creation of the wetland are described. Existing marsh was also enhanced.  The project illustrates how successfully wetlands and prairie could be restored.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308011</guid>
    </item>
    <item>
      <title>RESEARCH PAYS OFF. SALT MARSH RESTORED</title>
      <link>https://trid.trb.org/View/306912</link>
      <description><![CDATA[When the F.J. Torras Causeway connecting St. Simons Island to the mainland near Brunswick, Georgia, required widening from a two-lane to a four-lane highway, it was realized that the construction would require some filling of the adjacent salt marsh.  Part of the impact mitigation package for the project involved restoration of several unvegetated spoil sites paralleling the causeway to a smooth cordgrass marsh. These spoil sites were remnants of fill material from the original construction undertaken in 1950.  An amphibious rotary ditcher was used to construct approximately 3,000 feet of channels at one of the spoil sites and an unchannelized comparison site was set up to determine the degree of restoration achieved.  Study results show no permanent damage from the sidecast material and indicate it may have enhanced the smooth cordgrass on either side of the channel.  The channelized site not only increased tidal frequency and duration, but also reduced standing water and improved soil drainage after tidal cycles.  Aerial photography revealed a 58% increase in the vegetated area on the channelized site after only two years.  The technique has now been approved to restore 9.5 acres.  Expansion of the causeway is scheduled to begin in early 1990. Substantial savings are expected as the rotary ditching technique is estimated to cost only $25,000 compared to the estimated cost of $350,000 for the usual method of excavating the soil, removing it from the site, and sprigging smooth cordgrass.]]></description>
      <pubDate>Sat, 31 Mar 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/306912</guid>
    </item>
    <item>
      <title>CONSOLIDATION AND CREEP OF SOILS IN PLANE-STRAIN CONDITIONS</title>
      <link>https://trid.trb.org/View/300629</link>
      <description><![CDATA[Rheological relationships expressed by families of strain isotaches have been introduced into the combined system of equilibrium and  diffusion equations so that at any time of the consolidation the strain speeds correspond to strain isotaches.  The plane-strain earth bodies are discretized by the network of triangular finite elements with 12 degrees of freedom.  When, in the late phase of the primary consolidation, the excess pore pressures approach zero, the procedure ceases to give reliable results.  Further development of displacements can be computed on the assumption that the secondary consolidation occurs at constant effective stress state.  The corresponding computer program has been applied to geological, drainage and boundary conditions of a test embankment built on very soft marshy soils.  The results have been compared with field measurements of pore pressures and displacements.  The comparison has proved that the applied joint solution offers an adequate tool for predicting the behavior of non-linear viscous soils loaded by  road embankments.  In soils that exhibit effects of the previous secondary consolidation, the initial creep speed influences the forecast of settlements and of excess pore pressure dissipation.]]></description>
      <pubDate>Thu, 31 Aug 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300629</guid>
    </item>
    <item>
      <title>SMOOTH CORDGRASS ESTABLISHMENT IN TIDAL WETLANDS</title>
      <link>https://trid.trb.org/View/282583</link>
      <description><![CDATA[This project, developed by the Delaware Department of Transportation, involves the establishment of smooth cordgrass by various methods in tidal wetlands; it is an ongoing study in the third year of evaluation.  This concept represents one phase of an important link to marshland highway-bridge construction activity as a function of mitigation requirements in wetlands.]]></description>
      <pubDate>Thu, 30 Jun 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282583</guid>
    </item>
    <item>
      <title>STABILITY OF DEEP CUTS IN SOFT ESTUARINE CLAYS</title>
      <link>https://trid.trb.org/View/187509</link>
      <description><![CDATA[Increased development of reclaimed tidal marshland will require deeper excavations than previously attempted in such soils.  This paper describes analysis to design stable slopes for an 8,5 M deep excavation in San Francisco bay mud.  Published strength correction factors and observed strength variations due to testing procedures, topographic features and construction activities were incorporated in analysis to improve predictions.  Based on the results of these studies it is concluded: (1) seemingly insignificant strength reductions (within the scatter of test data) caused by such topographic features as former sloughs or construction traffic may influence stability of planned slopes, (2) use of percentage strength correction factors on bay mud soils may underestimate soil strengths at depth due to inappropriate reduction of the ratio, (3) small diameter laboratory van shears tests of bay mud soils may overestimate actual strengths by approximately 45 per cent, (4) lower bound test results may provide a reasonable first approximation of actual in situ strengths of bay mud soils, provided sufficient data exist to yield a representative strength envelope.  (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187509</guid>
    </item>
    <item>
      <title>PERFORMANCE OF VERTICAL DRAINS AT QUEENBOROUGH BY-PASS</title>
      <link>https://trid.trb.org/View/172807</link>
      <description><![CDATA[The bypass round the town of Queenborough on the Isle of Sheppey, Kent is constructed on soft alluvial clay up to 10 M deep. Where the bypass bridges an existing railway line the approach embankments rise to a height of 7 M above the existing marshland. Embankment construction was started in 1976, but instrument readings indicated that the initial stage of filling could not safely be constructed higher than 3.0 M.  Further site investigations were made which included insitu constant head permeability tests performed by reducing the pore pressure at the piezometer cell using recently developed equipment. Analysis showed that verticaldrains would be required to accelerate the consolidation andenable the embankment to be completed within the remaining construction programme. Subsequently, two types of vertical drains were assessed during trials in 1978: a 65 mm dia. Sandwick drain and a 300 mm wide av colbond fabric strip drain. The paper compares the consolidation parameters and settlements predicted from laboratory and in situ tests with the field performance of the embankment with and without the vertical drains. Good agreement was found between these comparisons which confirm the predicted decrease in coefficient of consolidation AS Effective stress exceeded the preconsolidation pressure.(a) (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172807</guid>
    </item>
    <item>
      <title>GEOTECHNICAL ASPECTS OF THE CONSTRUCTION OF STAFFORD INNER RELIEF ROAD</title>
      <link>https://trid.trb.org/View/153775</link>
      <description><![CDATA[The author describes the problems encountered during the construction of the 1.3 km long dual carriageway designed to accommodate abnormal loads of up to 600 tonnes from the GEC works.  Details are given of the site conditions and the method of construction of a 510 M length of pile supported slabs over an expanse of marshland.  It was decided to use temporarily stabilised fill placed on the marsh as a working platform for the construction of sections of deck slabs which would then be jacked up and connected to previously driven piles.  Details are given of the construction sequence and the estimated load/time settlement chracteistics.  Checks carried out during piling revealed that the sand and gravel strata were much more variable than had been expected and piles had to be driven 26 M down to the Keuper marl.  Slab jacking wa carried out by means of twin universal beams supported on stub columns cast onto the previously driven piles.  (TRRL)]]></description>
      <pubDate>Tue, 30 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153775</guid>
    </item>
    <item>
      <title>SETTLEMENT RATE EXPERIENCE FOR THE USE OF SAND DRAINS IN A TIDAL MARSH DEPOSIT. ABRIDGMENT</title>
      <link>https://trid.trb.org/View/91792</link>
      <description><![CDATA[Tidal marsh deposits are found over a wide range of coastal areas in the world.  Technical publications have noted the results of the use of surcharge and sand drain treatment to stabilize tidal marsh deposits.  This paper supplements existing information on settlement rates in tidal marsh deposits and compares it with previously published data. The use of surcharge treatment and conventional displacement sand drains was utilized to construct two approach roadway embankments over a tidal marsh deposit adjoining a bridge over the Maurice River at Mauricetown, New Jersey.  The tidal marsh deposit generally ranges from 7.6 to 15.2 m (25 to 50 ft) in depth and consists of organic silty clay having a Unified Soil Classification System classification of OH. This soil exhibits a relatively wide variation in natural moisture content and compressibility.  1. A review of field settlement platform data showed that the range in the settlement rate was much narrower than that indicated by the laboratory test data.  2. The field settlement data corroborated that, for the design of displacement and sand drains in tidal marsh deposits, the average coefficient of consolidation from conventional laboratory consolidation samples should be used and that any increase in horizontal over vertical permeability should be neglected.  3. The plot of coefficient of consolidation versus sand drain spacing shows a significant trend for a large number of different tidal marsh deposits.  For some of these data a closer spacing of conventional displacement sand drains showed a resulting reduction in the coefficient of consolidation as measured from field data and appears to be due to disturbance effects.  These data also show that the total consolidation pressure has a marked effect on the field-measured coefficient of consolidation, as would be expected from the laboratory consolidation test data. /Author/]]></description>
      <pubDate>Tue, 28 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91792</guid>
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