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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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>SEALED TUBE KEEPS FROST FROZEN TO HOLD BUILDINGS</title>
      <link>https://trid.trb.org/View/124283</link>
      <description><![CDATA[A HEAT TRANSFER SYSTEM CONSISTING OF TWO TUBES AND AN ANTIFREEZE SOLUTION ENCLOSED WITHIN A LARGER HERMETICALLY SEALED STEEL SHELL MAY POSSIBLY OVERCOME THE PROBLEMS OF BUILDING IN PERMAFROST. THE THERMOPILE IS BURIED IN THE GROUND FOR PART OF ITS LENGTH TO PREVENT THAWING OF PERMAFROST. SIX TO EIGHT TUBES, EACH 13 FT. LONG BY 6 IN. IN DIAMETER, WOULD BE NEEDED TO KEEP THE SOIL FROZEN AROUND THE AVERAGE SIZE HOUSE IN FAIRBANKS AND SIMILAR LATITUDES. ONE THERMOPILE CONTAINS TWO CHEMICALLY INERT PLASTIC INNER TUBES, EACH RUNNING FROM END TO CENTER ABOUT HALF THE LENGTH OF THE UNIT. THE STEEL SHELL IS BUILT AROUND THE TUBES, FILLED WITH A SPECIAL LIQUID CHEMICAL AND THEN SEALED AT BOTH ENDS. THE TUBES ARE PLACED UPRIGHT IN THE GROUND WITH 25% TO 30% OF THEIR LENGTH ABOVE THE GROUND'S SURFACE. BEST PERFORMANCE IS OBTAINED BY PLACING THE TUBES IN EARLY FALL. THE TUBES ARE NOT DRIVEN INTO THE GROUND, BUT PLACED IN A HOLE IN WHICH A MIXTURE OF SAND AND GRAVEL IS THEN PACKED AROUND THEM. THREE STEEL TUBES, 20 FT. LONG AND 6 IN. IN DIAMETER HAVE BEEN INSTALLED TO STABILIZE A RAILROAD BRIDGE BUILT IN 1947 THAT HAD STARTED TO SHIFT AS PERMAFROST THAWED. IT IS SUGGESTED THAT THERMOPILES CONSTRUCTED EVERY 40 TO 50 FT. ALONG PIPELINE ROUTES WILL SUPPORT THE LINE AND KEEP THE GROUND FROM THAWING.]]></description>
      <pubDate>Thu, 22 Sep 1994 00:00:00 GMT</pubDate>
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    <item>
      <title>COMPARATIVE MERITS OF STEEL AND CONCRETE</title>
      <link>https://trid.trb.org/View/366083</link>
      <description><![CDATA[The characteristics of the two main forms of immersed tube tunnel, namely the steel shell and the concrete tube, are comared and illustrated by reference to different tunnels of each type. The distinctive practicees of the U.S. and Western Europe in this regard are noted and it is suggested that a more common approach might be followed.]]></description>
      <pubDate>Tue, 30 Jun 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366083</guid>
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      <title>INTRODUCTION TO IMMERSED TUBE TUNNELING SYMPOSIUM. IN: PREPARING FOR CONSTRUCTION IN THE 21ST CENTURY, PROCEEDINGS OF CONSTRUCTION CONGRESS '91, SPONSORED BY THE AMERICAN SOCIETY OF CIVIL ENGINEERS IN COOPERATION WITH THE AMERICAN INSTITUTE OF MINING ENGINEERS AND THE AMERICAN ARBITRATION ASSOCIATION, CAMBRIDGE, MASSACHUSETTS, APRIL 13-16, 1991</title>
      <link>https://trid.trb.org/View/361643</link>
      <description><![CDATA[The papers in this section of the conference focus on the design and construction of immersed tube tunnels for Boston's Central Artery Project. The Third Harbor Tunnel will be a steel shell tube immersed tube tunnel located under Boston Harbor between East and South Boston. The Fort Point Channel will be a concrete tube tunnel. Lastly, the authors discuss innovative possibilities for future immersed tube tunnels. Innovations inclue tethered "floating" tubes. These techniques will not only result in the possibility of constructing tunnels in extremely deep water, but will also minimize the disposal of excavated materials which, as discussed above, has been a major issue in recent immersed tube tunnels.]]></description>
      <pubDate>Sat, 29 Feb 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361643</guid>
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    <item>
      <title>LIVE-LOAD RESPONSE OF A SOIL-STEEL STRUCTURE WITH A RELIEVING SLAB</title>
      <link>https://trid.trb.org/View/276682</link>
      <description><![CDATA[Data obtained from the field testing of a soil-steel structure with a horizontal elliptical conduit and a reinforced-concrete relieving slab at the embankment level are compared with test data from another similar structure that did not have the relieving slab.  The comparison confirmed that the relieving slab does cause a considerable reduction in live-load thrusts and moments in the metallic shell of the structure.  A simplified procedure is given to account for the presence of the relieving slab.]]></description>
      <pubDate>Sun, 30 Nov 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/276682</guid>
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    <item>
      <title>WORLD LIST OF IMMERSED TUBES</title>
      <link>https://trid.trb.org/View/174300</link>
      <description><![CDATA[Design details are briefly presented of a total of 60 immersed-tube tunnels completed worldwide.  Tables illustrate the greater number of steel shell types constructed in the USA and Japan in contrast with the reinforced concrete types in Holland and elsewhere in Europe.  Also illustrated is the preponderance of 2-lane tunnels in the USA compared with other countries where tunnels are generally 4- or 6-lane.  The popularity of the steel shell type in the USA and Japan is partly due to the availability of ship-building facilities.  In Europe where multi-lane tunnels are generally specified, the rectangular concrete box type has been found the most economical choice as a longitudinal ventilation system can be used without the need for ventilation ducts.  New developments in the construction of such tunnels are discussed as well as designs being planned in the UK in North Wales, London and the Channel crossing.  (TRRL)]]></description>
      <pubDate>Tue, 30 Mar 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174300</guid>
    </item>
    <item>
      <title>PRINCIPLES OF TRENCH TUNNEL CONSTRUCTION</title>
      <link>https://trid.trb.org/View/84685</link>
      <description><![CDATA[The construction of underwater tunnels (immersed-tube construction) by the lowering into a previously prepared underwater trench of a series of bulkheaded elements and the joining underwater of element to element to form an integrated whole represents a technique perfected during this century.  Although early sewer and railway tunnels adopted this methodology, it was the rapid development of vehicular transportation after World War 1 that gave impetus to this type of construction.  A description of the design and construction of several types of immersed-tube tunnels is set forth.  An early basic element was the adaptation of an all-welded circular steel shell, with or without exterior form plates.  The shell some 100 meters in length was lined with a circular ring of reinforced concrete forming the structural element.  This circular steel section was particularly adapted for two-lane highway tunnels, but was later modified and improved to furnish four-lane tunnels. The practice abroad, particularly in Europe, is the construction of large rectangular box sections of reinforced or prestressed concrete to provide for up to eight lanes of traffic.  A brief description of the 6000-meter long trans-bay tube in San Francisco, California is given. /TRRL/]]></description>
      <pubDate>Sat, 26 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/84685</guid>
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    <item>
      <title>IMMERSED-TUBE TUNNELS</title>
      <link>https://trid.trb.org/View/46569</link>
      <description><![CDATA[The second part of an article on Immersed-Tube Tunnels continues a discussion on the design and construction of a circular steel-shell highway tunnel in which the shell is 10 M diameter and 8 cm thick with stiffening diaphragms. In addition to an internal concrete lining 450 mm thick the design also has external concrete comprising cap, keel and ballast concrete each side. Such tunnel units are usually some 90 M long and, after the addition of roadway slab and termil concrete, would have a freeboard of 300-600 M and a gross weight of some 9000 tonnes when launched. Criticisms of steel-shell construction lay in doubts concerning the integrity of the construction against water seepage and the difficulty in providing for flexing and movement within the structure. The author discusses the design features and advantages of constructing underwater tunnels by the concrete box method for the construction of rectangular section, multi-lane tunnels.  See also IRRD Abstract No. 218311. /TRRL/]]></description>
      <pubDate>Wed, 17 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46569</guid>
    </item>
    <item>
      <title>IMMERSED-TUBE TUNNELS</title>
      <link>https://trid.trb.org/View/35587</link>
      <description><![CDATA[This article gives a general account of the use of immersed tube tunnels with particular reference to the Hong-Kong cross harbour tunnel designed by British engineers and the proposed Tees tunnel which is likely to be the first of its developed in the USA does not closely match the envelope this type of tunnel and the conditions under which it can be constructed. The two alternative types, steel shell and the European developed concrete box, are discussed. The former developed in the usa, does not closely match the envelope required by traffic and hence has to be located at a greater depth. However if ventilation is required the segmental spaces can be used for this purpose. Steel shell construction is also favoured by a combination of low material costs combined with high labour costs. The Hong Kong bridge is of the steel shell type, is 1536 metres long and has four lanes. The tube comprised two steel shells linked by diaphragms and keel concrete, later filled with tremie concrete. The units, weighing about 6,000 tons, varied in length from 99 to 113 metres. They were placed by an all purpose screed and lay barge using laser beam for alignment.  The proposed Tee's tunnel is of rectangular concrete box construction, 915 metres long and with four lanes. It will normally be self ventilating, but fans can be used under exceptional traffic conditions. The article outlines the proposed method of construction which involves manufacture of the units on a casting bed and their subsequent placement by means of a lowering dock. /TRRL/]]></description>
      <pubDate>Mon, 29 Dec 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35587</guid>
    </item>
    <item>
      <title>THE TAMAGAWA SUNKEN-TUBE TUNNEL PROJECT</title>
      <link>https://trid.trb.org/View/107859</link>
      <description><![CDATA[THE ARTICLE DESCRIBES THE CONSTRUCTION OF THE HANEDA RAILWAY TUNNEL AS PART OF THE TOKYO OUTER-LOOP. TO FORM THE TUNNEL, STEEL SHELL SECTIONS WERE TOWED TO THE SITE, WHERE REINFORCED CONCRETE WAS PLACED IN THE SHELL TO COMPLETE THE SECTION, WHICH WAS THEN LOWERED INTO POSITION FROM A PLACING BARGE. /TRRL/]]></description>
      <pubDate>Thu, 11 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107859</guid>
    </item>
    <item>
      <title>COMMON TYPES OF DRIVEN PILES</title>
      <link>https://trid.trb.org/View/123005</link>
      <description><![CDATA[THIS PAPER DISCUSSES THE PROBLEMS OF THE SELECTION AND APPLICATION OF THE FOLLOWING TYPES OF DRIVEN PILES, (A) PRECAST PILES, (B) STEEL SHELL PILES (CONCRETE FILLED), (C) STEEL H-PILES. THE GENERAL THEORY ASSOCIATED WITH PILE DRIVING STRESSES IS OUTLINED AND PROBLEM AREAS IN THE DRIVING OF PRECAST PILES, PARTICULARLY PRESTRESSED, ARE INVESTIGATED.(A)]]></description>
      <pubDate>Mon, 25 Sep 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123005</guid>
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