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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>Improving Transportation Infrastructure Safety Through Flow and Scour Analysis at Porous Riverbank Protection Structures</title>
      <link>https://trid.trb.org/View/2695864</link>
      <description><![CDATA[Project Description: Protecting riverbanks from erosion during flood events is critical for ensuring the safety of transportation infrastructure located near rivers. Such erosion can undermine roadways and bridge foundations, leading to failures such as those observed on I-40 in North Carolina following Hurricane Helene. In locations where riverbank erosion poses a significant transportation asset risk, porous riverbank protection structures such as engineered logjams (ELJs) have been implemented as alternatives to traditional revetment approaches. The geometric design of ELJs deflects flow away from banks while their porosity reduces drag and toe scour, thereby limiting additional flood-related failure risks. Additionally, ELJs can be constructed incrementally using off-channel crane equipment, which reduces construction costs associated with channel diversion and dewatering. 

Improved tools are needed to predict how flow deflection and scour vary with ELJ porosity and internal structure. Advancing this knowledge will support more reliable ELJ design and reduce the risk of over- or under-design. A larger database of flow and scour depth measurements for ELJs with a range of porosities and characteristics is needed to improve scour prediction methods and provide flow validation data for two- and three-dimensional hydraulic models.

To address these research gaps, laboratory experiments will be conducted in a 32-foot-long open-channel flume to quantify flow and scour at porous bank protection structures. Model ELJs will be fabricated using 3D printing to have identical external geometry but systematic variation in porosity and pore configuration. Flow fields will be measured using UMKC’s particle image velocimetry (PIV) system that can measure turbulent flow fields around channel obstructions with high resolution (<1 mm vector resolution). These PIV measurements will be used to quantify flow deflection and shear stress amplification. In addition, clear-water scour experiments will document the maximum scour depth for each ELJ configuration. 
]]></description>
      <pubDate>Thu, 23 Apr 2026 17:50:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695864</guid>
    </item>
    <item>
      <title>Hydrodynamic effects of ship passage in confined channels: A multi-parameter study</title>
      <link>https://trid.trb.org/View/2633963</link>
      <description><![CDATA[This study investigates the impact of inland navigation on inland. Two methods were used: experimental campaigns in the towing tank of the Pprime Institute and numerical simulations with the CFD software StarCCM+. These approaches allowed detailed analysis of the hydrodynamic effects caused by ship passage in confined channels. The experiments reproduced various navigation scenarios using adjustable banks. Flow velocities and surface elevations were measured with Stereo-PIV and stereo-refraction techniques. A numerical model was also developed using the SST k–ω turbulence model and mesh refinement near the free surface. It was validated against the experimental data. Four key parameters were studied: ship speed, initial water depth, channel width, and bank slope. Each had a strong influence on flow characteristics. Extreme conditions (high speed, shallow depth, narrow channels, and sloped banks) produced amplified effects. These included deeper surface depressions, stronger return currents, larger waves, more turbulent wakes, and sharper velocity gradients, especially near banks. This study highlights the need to control navigation conditions to protect riverbanks.]]></description>
      <pubDate>Mon, 23 Feb 2026 11:24:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633963</guid>
    </item>
    <item>
      <title>Pressuremeter Tests for Determination of Lateral Resistance Properties of Soil</title>
      <link>https://trid.trb.org/View/2187960</link>
      <description><![CDATA[This paper presents the summary of a series of pressuremeter test results that were obtained from one particular area. As part of investigation for a bridge foundation the tests were performed over a few locations along a river. The background and objectives of the study are presented. The test details are also given. Parameters determined from the tests predict the lateral resistance behavior of the soil. The results are compared with those from previous tests in the same area. They were also used to establish a correlation with standard penetration resistance.]]></description>
      <pubDate>Thu, 19 Dec 2024 11:44:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2187960</guid>
    </item>
    <item>
      <title>Monitoring Streambank Properties and Erosion Potential for the Restoration of Lost Creek</title>
      <link>https://trid.trb.org/View/2281328</link>
      <description><![CDATA[Lost Creek runs through the main campus of Rose-Hulman Institute of Technology and continues through Vigo County until it deposits into the Wabash River near Terre Haute, Indiana. The focus of this investigation was on the reach of Lost Creek that flows through the Rose-Hulman campus. This portion of the creek currently shows signs of incision with the channel bed degrading and the banks undercutting and mass wasting. The continued development of this incision will prove to be detrimental to campus infrastructure. There are already signs of foundational failure of one pedestrian bridge within the reach. In a concurrent study, a restoration/demonstration design to stabilize Lost Creek is being developed using a process based (analytical) approach. The goal of this paper is to present the results of a study conducted to support design methods that are focused on bank stability and erosion. The study was conducted to classify bank stability and bank soil properties throughout the reach to support the application of the Bank Stability and Toe Erosion Model (BSTEM). The BSTEM model requires various soil properties to calculate stable bank slopes with respect to fluvial erosion and geotechnical failure. The necessary properties to apply BSTEM are pore water pressure, critical shear stress (τc), erodibility coefficient (k), friction angle (φ), cohesion (c'), relation between shear strength and matric suction (φb), and saturated unit weight. Tests were conducted to determine these properties for each soil layer within the vertical profile of four cross sections defined within Lost Creek. In addition to the soil properties needed for BSTEM, testing of the plasticity and liquid limits (Atterberg Limits), bulk density, water content, dispersion ratio, soil activity, silt-clay % and the shear strength were also conducted. The results showed a wide range of soil types and parameters are present in the short reach. This further warrants the use of a process based restoration design approach to account for this variability.]]></description>
      <pubDate>Tue, 05 Nov 2024 17:06:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2281328</guid>
    </item>
    <item>
      <title>Mechanism of Dynamic Instability for Riverside Subgrade</title>
      <link>https://trid.trb.org/View/2283010</link>
      <description><![CDATA[This paper focused on the mechanism of dynamic instability for the subgrade of highways in river environment. Based on analyzing the structures of the riverside subgrade, its failure features, and the factors affecting its stability, the mechanism of dynamic instability for riverside subgrade was investigated. The river water infiltrating the subgrade may reduce the interaction among soil and/or rock particles, increase their freedom and activity, and speed up the process which make the subgrade crusher and looser. The instability of the riverside subgrade is not accidental, but an evolutional process induced by many factors.]]></description>
      <pubDate>Thu, 26 Sep 2024 15:25:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2283010</guid>
    </item>
    <item>
      <title>Observations of Primary Ship Waves at the Margins of a Confined Tidal River</title>
      <link>https://trid.trb.org/View/2397839</link>
      <description><![CDATA[Primary waves produced by large ships in confined waterways can threaten the sustainability and safety of coastal regions near maritime shipping routes, but the present understanding and predictability of primary wave shallow-water characteristics is hindered by a scarcity of available field observations. This study presents hydrodynamic measurements from 296 primary waves observed in 3.5 to 4.4 m mean water depth throughout four deployments on the channel margins of the Savannah River in Georgia, USA. Ship details and tidally varying waterway parameters are paired with pressure and fluid velocity data to investigate relationships between ship characteristics, waterway conditions, and primary wave magnitudes. Findings show that although larger and faster ships tend to produce larger primary waves, there are inconsistencies among the magnitudes of waves generated by similar ship passages. Additionally, depression prediction equations perform well for most observations, but a small group of “atypically-large” primary waves with depressions exceeding 75 cm are consistently underpredicted and require further investigation. Hydrodynamic, waterway, and ship data are made available in the Supplemental Data.]]></description>
      <pubDate>Fri, 26 Jul 2024 10:00:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2397839</guid>
    </item>
    <item>
      <title>Bank interaction effects on ships in 6 DOF</title>
      <link>https://trid.trb.org/View/2401050</link>
      <description><![CDATA[This paper presents the used mathematical formulations to predict ship bank interaction in six degrees of freedom (6 DOF) as applicable in a ship manoeuvring simulator. The mathematical models are based on a comprehensive database (+10,000 model tests carried out in a towing tank) and are capable to cope with a variety of realistic cross sections, based on a limited set of coefficients. Compared to previous publications on bank effects, the lateral force of these bank effects with point of application at the forward perpendicular, is now predicted with an alternative mathematical model that offers the same predictability as the original one, but that better describes the physical background. Moreover, new formulations are included to predict the bank induced components of the ship in the vertical plane (heel, midship sinkage and trim). Although these tend to be neglected, the experimental results show that the effect of confinement and eccentricity can be significant and that a 6 DOF mathematical model is needed for a correct prediction of the manoeuvring behaviour.A difficulty that is still present is the correct separation of the open water contribution and the contribution due to confinement. This is especially the case for rather high displacement ship models, such as the KVLCC2 tanker, in the 7 m wide towing tank, that even sense the tank walls when being towed on the centreline. This topic will be coped with in future publications, along with an extension for ships that sail with a drift angle.]]></description>
      <pubDate>Wed, 17 Jul 2024 10:11:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2401050</guid>
    </item>
    <item>
      <title>Prediction of Flow and Bank Erosion in the Sacramento River</title>
      <link>https://trid.trb.org/View/2273764</link>
      <description><![CDATA[Results of two-dimensional (depth averaged) and three dimensional computations of a 1750m reach of the Sacramento River are compared with velocity data obtained in a large-scale, distorted physical model of the same reach. The aim was to predict the level of modeling required to predict the occurrence of bank erosion observed in the field. Further results are presented which show the outcome of deploying 5 groins to inhibit bank erosion upstream of a bridge abutment. The simulations are also compared with experimental data to assess the performance of alternative shear formulae. Truncation errors are estimated using two alternative techniques. The results suggest that the occurrence and mitigation of bank erosion in large natural river systems can be predicted to an acceptable degree of accuracy.]]></description>
      <pubDate>Wed, 17 Apr 2024 11:29:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2273764</guid>
    </item>
    <item>
      <title>Flow Around Submerged Barbs in the Raccoon River Iowa</title>
      <link>https://trid.trb.org/View/2271205</link>
      <description><![CDATA[The placement of bendway weirs (barbs) has beneficial effects on bank stability and river ecology by increasing the conveyance at the center of the channel. This study focuses on the Raccoon River, Iowa, USA, and specifically the stabilization of the north riverbank immediately upstream of the US-169 highway bridge. The integrity of the north bridge abutment, originally built in 1950, is in danger as the river continuously erodes the surrounding soils. The Iowa Department of Transportation (IDOT) proposed solution to the problem is to install a combination of barbs and bendway weirs on the north bank upstream of the bridge to stabilize the bank. Although many recent studies have focused on the flow effects and scour holes produced by the addition of barbs, few detailed design guidelines exist. The objective of this study is to employ fundamental knowledge to evaluate the effectiveness of the proposed IDOT design and eventually produce a comprehensive, non-site specific barb design to increase bank stability. The study utilizes a commercial Surfacewater Modeling System (SMS) software package with a 2-D solver to evaluate the large scale effects of the design. Quantitative and qualitative evaluation based on previous fundamental studies showed the IDOT design effectively reduced the flow-induced shear stress, velocity, and depth along the river bank. Results also showed the current IDOT design will produce adequate sedimentation between structures and effectively move the bank line back towards its historic location. Future results from the continuation of this study will help to further reduce the ambiguity of barb design.]]></description>
      <pubDate>Wed, 17 Apr 2024 11:29:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2271205</guid>
    </item>
    <item>
      <title>A Methodology for Predicting Channel Migration NCHRP Project No. 24-16</title>
      <link>https://trid.trb.org/View/2270482</link>
      <description><![CDATA[Stream channel migration can have a significant impact on the design, maintenance, and inspection of bridges and other highway facilities. Practicing highway hydraulic engineers could benefit from a practical methodology to predict the rate and extent of channel migration in their efforts to reduce the cost of design, repair, rehabilitation, and countermeasures for lateral channel instability. The objective of Research Project 24-16 is to develop a practical methodology to predict the rate and extent of channel migration (i.e., lateral channel shift and down valley migration) near transportation facilities. The research approach for this project emphasizes enhancing and using empirical databases to develop predictive multiple regression or other statistical relationships, which include descriptors of, or surrogates for, bankline erodibility and floodplain characteristics. This will be accomplished through a series of tasks including: 1) a detailed literature review; 2) compilation and analysis of an extensive data set containing time-sequential aerial photography, stream gage data, and field measurement data from a variety of sources; 3) development of a screening procedure to identify stable meandering reaches; 4) development of a classification system for river/meander types to support stratification of the database; 5) development of guidelines for map/aerial photograph comparison techniques for predicting meander migration; 6) development of multiple regression relationships for predicting direction, location, and rate of meander migration; and 7) internal and external testing and evaluation of the methodology.]]></description>
      <pubDate>Tue, 20 Feb 2024 15:55:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2270482</guid>
    </item>
    <item>
      <title>Riverbank Stabilization Using Low Cost Submersible Pumps</title>
      <link>https://trid.trb.org/View/2270561</link>
      <description><![CDATA[Riverbanks are usually stabilized by reinforcing the soil, installing horizontal drains or by regrading the slope. Though well established, these techniques incur problems including ground disturbance, inability to drain deep within the bank, loss of land and expense. A potential alternative is to increase bank stability by actively lowering the water table using submerged pumps, reducing positive pore-water pressure and promoting the development of matric suction. This approach is suitable in critical locations such as bridge abutments, where rapid bank stabilization is required, or where deep drainage is needed. It also has potential as a medium term technique to stabilize banks until vegetation or other reinforcing measures have had time to take effect.]]></description>
      <pubDate>Fri, 16 Feb 2024 15:30:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2270561</guid>
    </item>
    <item>
      <title>FLO-2D Modeling to Support the Rio Grande Bosque Restoration Feasibility Study, Albuquerque Reach of the Middle Rio Grande, New Mexico</title>
      <link>https://trid.trb.org/View/2280213</link>
      <description><![CDATA[Tetra Tech (formerly Mussetter Engineering, Inc.) performed FLO-2D hydrodynamic modeling to support a planning study of the Albuquerque Reach of the Rio Grande for the Albuquerque District, Corps of Engineers (Corps) to, The objective of the study was to increase river channel and Bosque overbank connectivity, produce enhanced cover and aquatic habitat diversity, restore healthy riparian function to enhance natural riverine processes, improve terrestrial wildlife habitat, and protect existing structural features such as pipelines, bridges and levees with a preference toward using bank biostabilization techniques when structures are found to be at risk from natural geomorphic processes.]]></description>
      <pubDate>Wed, 27 Dec 2023 15:03:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2280213</guid>
    </item>
    <item>
      <title>Why the riverside is an attractive urban corridor for bicycle transport and recreation</title>
      <link>https://trid.trb.org/View/2277205</link>
      <description><![CDATA[The extension of the cycling network is a challenge in view of the dense development of modern cities. Therefore, green-blue corridors are increasingly being used for this type of linear infrastructure. Particularly visible in recent years is the trend of developing urban riverbanks and transforming them into high-class cycle highways. The aim of the paper is to verify which of the features attributed to riverside cycle paths are of greatest importance for their users. The survey conducted for the study [N = 866] used the example of the ‘Nacyna Riverside Route’ in Rybnik, Poland, which, once completed, is expected to become a long traffic-free pedestrian and cycle route connecting the city centre with residential, industrial, and recreational districts. The results were analysed using statistical description in terms of gender, age, and purpose of route use. The article provides information on the natural, locational, and constructional factors that have the strongest impact on the success of a route. It has been shown that the route's location away from traffic and the natural character of its surroundings are of greatest importance. This study expands the existing knowledge base concerning routes most frequently chosen by cyclists as it identifies the factors which determine their popularity.]]></description>
      <pubDate>Fri, 17 Nov 2023 11:25:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2277205</guid>
    </item>
    <item>
      <title>Alaska Land Management: Resolving Ownership of Submerged Lands</title>
      <link>https://trid.trb.org/View/2236971</link>
      <description><![CDATA[Alaska contains over 12,000 rivers and more than 3 million lakes, with over 14 percent of the state’s total square miles consisting of waterways. Because there is a limited highway system in Alaska, waterways often serve as important transportation corridors. Many of these waterways and the submerged lands beneath them—the beds and banks of waterways and their associated natural resources, such as minerals—are managed by the federal government, which is the largest landowner in Alaska. Under federal law, a state owns the unreserved submerged lands beneath waters that were navigable as of the date of statehood, which was 1959 for Alaska. The Supreme Court of the United States has defined navigability for title, stating that waters are navigable in fact “when they are used, or are susceptible of being used, in their ordinary condition, as highways for commerce over which trade and travel are or may be conducted in the customary modes of trade and travel on water.” State and federal agencies have different missions, laws, and regulations that govern how they manage lands in Alaska. As a result, who owns submerged lands affects a range of land management functions, including collection of fees; decisions about use of resources, such as access to waterways for commercial tour operators; and law enforcement. The Government Accountability Office (GAO) was asked to examine issues related to the ownership of submerged lands in Alaska. This report provides information on the processes used for resolving ownership of submerged lands in Alaska and actions that federal agencies have taken to clarify land management responsibilities between the federal government and the state, while ownership of submerged lands is being resolved. GAO is recommending that the Department of the Interior and the Department of Agriculture ensure that the relevant federal land management agencies coordinate to use third-party facilitation to help those agencies and the State of Alaska work toward agreement on a collaborative approach for the management of submerged lands in Alaska while ownership is being resolved.]]></description>
      <pubDate>Mon, 11 Sep 2023 11:39:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2236971</guid>
    </item>
    <item>
      <title>Padden Creek I-5 Stream Crossing Tiered Hybrid Retaining Wall</title>
      <link>https://trid.trb.org/View/2236952</link>
      <description><![CDATA[To comply with a federal injunction requiring corrected fish barriers, the Washington State Department of Transportation (WSDOT) had to replace the undersized Padden Creek crossing at Interstate 5 (I-5) near Bellingham, Washington. With a new stream alignment 30 to 40 feet below the interstate grade, the project would require significant disruptive excavation—and an estimated 400 traffic impact days for I-5. GeoEngineers designed an innovative two-tiered wall system to enable accelerated topdown construction, ultimately decreasing the total number of traffic impact days on I-5 to 225 and allowing the entire southbound bridge to be built in just 37 days. The wall system consisted of a Geosynthetic Reinforced Soil Integrated Bridge Structure (GRS-IBS) to support the bridge itself and a lower soldier pile and ground anchor wall to support excavation to stream grade. This approach accelerated construction significantly and allowed project contractor Granite Construction to use a top-down construction methodology instead of more traditional bottom-up sequencing. With this approach, the permanent lower soldier pile and ground anchor wall could be constructed as excavation progressed down while providing lateral support for the upper GRS-IBS system. Thanks to this clever strategy, contractors could wait to excavate the bulk of the new stream channel (more than 30,000 cubic yards of material) until after the new bridges were already built and I-5 traffic was in its permanent alignment.]]></description>
      <pubDate>Fri, 01 Sep 2023 09:47:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2236952</guid>
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