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    <title>Transport Research International Documentation (TRID)</title>
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    <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>INVESTIGATION OF CONCRETE EXPOSED TO NORTH SEA WATER SUBMERSION FOR 16 YEARS</title>
      <link>https://trid.trb.org/View/450729</link>
      <description><![CDATA[In 1976, concrete specimens were submerged in the North Sea. Ordinary portland cement (OPC) with two water-to-cement ratios and blast furnace slag cement (BFSC) were used. After 2, 8 and 16 years, specimens were investigated. The mechanical properties of the concrete appeared not to have changed importantly due to the exposure. The microstructure and the density of microcracks were found to be normal. Sulphate, magnesium and carbonation had penetrated only the outermost few millimeters. Chloride had penetrated strongly in 16 years, depending on the cement type. Diffusion coefficients, calculated from the chloride profiles, were ten times lower for BFSC concrete than for OPC concrete. Consequently, in OPC concrete depassivation of rebars may occur within a few decades; in BFSC concrete loss of passivation can be prevented for 100 or more years.]]></description>
      <pubDate>Sat, 15 Sep 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/450729</guid>
    </item>
    <item>
      <title>HYDRAULICS OF EMBANKMENT WEIRS</title>
      <link>https://trid.trb.org/View/539851</link>
      <description><![CDATA[Embankment weirs, often found in engineering applications with a side slope 1V:2H, are considered in this paper.  For free overflow, the discharge coefficient is determined in terms of relative crest length for long broad-crested, broad-crested, short-crested, and thin-crested weirs.  A considerable increase of capacity is noted when compared with broad-crested weirs with vertical faces.  For submerged overflow, four regimes are identified:  A-jump, plunging jet, surface wave, and surface jet. Particular attention is focused on plunging jets and surface waves.  The flow regimes are discussed in terms of submergence, crest length, and modular limit.  A description is given of the forward and backward (recirculation) zones with indications of typical lengths.  Also, the entire velocity field is described, including the maximum forward and backward velocities, and the velocity distribution in arbitrary sections of the tailwater region.  It is found that plunging jets and surface jets are hydraulically similar and that the profile of one regime can be transformed into the other profile by inversion about the median. All results are generalized and can be directly applied.]]></description>
      <pubDate>Mon, 12 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539851</guid>
    </item>
    <item>
      <title>OPERATION S.T.A.R. - SUBMERGED TRANSPORTATION ACCIDENT RESEARCH</title>
      <link>https://trid.trb.org/View/482180</link>
      <description><![CDATA[The general conclusion derived from this research is that occupants have time to escape passenger vehicles after they enter water. Passenger vehicles remain visible at the surface from 1 minute 30 seconds to 4 minutes. The variability in these flotation times appears dependent on the integrity of the side windows and the weather seal around the trunk lid. Open windows allow water to surge into the passenger compartment much more rapidly. Using a side window for escape is best because it is the most simple and effective means to achieve a self-rescue. It must be emphasized that kicking out a windshield, rear window, or side window is not a viable option for escape. Rolling down a side window is the best option for escaping a sinking vehicle. Unfortunately, concerning school buses, escape time is shorter due to more rapid water submergence. The tested school bus sank in only 16 seconds. Includes dissenting opinion by the AIQ editor.]]></description>
      <pubDate>Mon, 28 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482180</guid>
    </item>
    <item>
      <title>SEISMIC ANALYSIS OF SUBMERGED SPENT FUEL STORAGE STRUCTURE</title>
      <link>https://trid.trb.org/View/469649</link>
      <description><![CDATA[The purpose of this calculation is to provide structural integrity analysis for the loaded new spent fuel rack arrays against possible seismic excitation.  The seismic design calculation is based on the UCRL-15910 spectrum with peak ground acceleration of 0.32g and 5% damping.  This spectrum may be considered as an upper bound of the newly developed Oak Ridge site-specific spectrum with 0.29g peak ground acceleration and 5% damping.  Both are more conservative than the current design basis seismic acceleration of 0.15g for HFIR.  The calculation is carried out by using ABAQUS version 5.2 and the response spectrum option.  Since the new racks are to be submerged in HFIR pool, the pool water induced virtual mass has been conservatively taken into consideration.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469649</guid>
    </item>
    <item>
      <title>THE CHANNEL TUNNEL PROJECT. RESEARCH WORK OF THE G.E.T.M. /GROUPEMENT D ETUDES DU TUNNEL SOUS LA MANCHE/</title>
      <link>https://trid.trb.org/View/123585</link>
      <description><![CDATA[THE REPORT OF THE ANGLO-FRENCH COMMISSION SHOWS A DECISION IN FAVOR OF A RAILWAY TUNNEL, BUT IT IS AS YET UNDECIDED WHETHER THIS SHOULD BE A SUBMERGED OR A DRILLED TUNNEL. GEOPHYSICAL STUDIES UNDERTAKEN IN RESPECT OF THESE TWO ALTERNATIVES WILL SHORTLY BE TERMINATED. THE APPLICATION OF SOUND WAVE REFLECTION, THE EXAMINATION OF SAMPLES, AND THE EQUIPMENT USED IN THESE STUDIES ARE DESCRIBED. THE GEM 11 LIFT PLATFORM AND THE CAROTHEQUE DE CALAIS /WHERE THE SAMPLES FROM THE FRENCH ZONE ARE KEPT/, ARE ALSO DESCRIBED. REFERENCES' MONITEUR TRAVAUX PUBLICS, BATIM, PARIS, SEP 21, 1963, P 25, FEB 15, 1964, P 29.]]></description>
      <pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123585</guid>
    </item>
    <item>
      <title>THE DESIGN OF SUBMERGED TUNNELS</title>
      <link>https://trid.trb.org/View/97002</link>
      <description><![CDATA[A HISTORICAL AND TECHNICAL SURVEY OF THE DIFFERENT FORMS AND METHODS OF CONSTRUCTING UNDERWATER TUNNELS IS PRESENTED. THE CONSTRUCTION OF THESE SUBMERGED TUNNELS-CIRCULAR SECTIONS WITH STEEL SEALING, AND TUNNELS WITH RECTANGULAR CROSS-SECTIONS IS DISCUSSED AND ILLUSTRATED BY EXAMPLES OF DESIGNS. SPECIAL ATTENTION IS PAID TO THE SHAPING OF THE UNDERWATER SECTIONS, SEALING, LOWERING AND BEDDING, JOINT DESIGN, VENTILATION AND THE COSTS AND PARTS TO BE HANDLED. SPECIAL TYPES OF SUBMERGED TUNNELS, INCLUDING TUNNELS FOR RAPID-TRANSIT RAILWAYS, AND PEDESTRIAN TUNNELS ARE CONSIDERED. IN CONCLUSION, THE INCREASING IMPORTANCE OF SUBMERGED TUNNELS IS DISCUSSED. A SUMMARY OF EXISTING SUBMERGED TUNNELS WITH THEIR MOST IMPORTANT DESIGN FEATURES IS APPENDED. /RRL/A/]]></description>
      <pubDate>Thu, 15 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/97002</guid>
    </item>
    <item>
      <title>CONDITION OF PINE PILING SUBMERGED 62 YEARS IN RIVER WATER</title>
      <link>https://trid.trb.org/View/103069</link>
      <description><![CDATA[IT HAS GENERALLY BEEN ASSUMED THAT TIMBER PILING NEED NOT BE PRESSURE-TREATED FOR USE IN FRESH WATER INSTALLATIONS, HOWEVER, THIS RECENT REPORT ON PILINGS REMOVED FROM THE 14TH STREET BRIDGE ACROSS THE POTOMAC RIVER IN WASHINGTON, D.C. PROMPTS A REEVALUATION OF THIS ESTABLISHED THOUGHT. WHEN THE BRIDGE WAS DISMANTLED AFTER NEARLY 60 YEARS OF SERVICE, PILING AND PIERS WERE FOUND TO BE INSUFFICIENTLY SOUND FOR THE CONSTRUCTION OF A NEW BRIDGE. PILINGS WERE SENT TO THE FOREST PRODUCTS LABORATORY AT MADISON, WISCONSIN FOR DETAILED STUDY. THIS EXAMINATION REVEALED THAT EVEN THOUGH THESE PILES HAD BEEN IN FRESH WATER, THE TIMBERS ABOVE THE MUDLINE HAD LESS THAN ONE-HALF THEIR ORIGINAL STRENGTH, AND BELOW THE MUDLINE THEY HAD NO MORE THAN ABOUT 80% OF THEIR ORIGINAL STRENGTH. /AUTHOR/]]></description>
      <pubDate>Thu, 25 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103069</guid>
    </item>
    <item>
      <title>TEN YEARS EXPERIENCE IN THE EVALUTION OF COATINGS FOR UNDERWATER STEEL STRUCTURES</title>
      <link>https://trid.trb.org/View/106571</link>
      <description><![CDATA[EVALUATIONS MADE OVER A 10-YEAR PERIOD WITH 91 TYPES OR VARIATIONS OF COATING SYSTEMS ON 260 STEEL PANELS IMMERSED UNDER SERVICE CONDITIONS IS THE BASIS OF A DISCUSSION ON PAINTS SUITABLE FOR NEW HYDRAULIC EQUIPMENT AND MAINTENANCE PAINTING. THE SERVICE LIFE OF COATINGS ON VARIOUS SURFACES OF SUBMERGED STRUCTURES AND THE EFFECT OF SERVICE CONDITIONS ON COATING PERFORMANCE ARE DISCUSSED. THE EFFECT OF SURFACE PREPARATION IS CHARTED FOR THREE TYPICAL SYSTEMS-VYNYLS, COAL-TAR, AND PHENOLIC RESINS. THE PERFORMANCE AND LIMITATIONS OF SEVEN OF THE MOST SUITABLE UNDERWATER COATING SCHEMES FOR WIRE-BRUSHED SURFACES ARE DETAILED AND SIX SYSTEMS ARE PRESENTED WHICH HAVE SHOWN EXCELLENT PERFORMANCE. /AUTHOR/]]></description>
      <pubDate>Fri, 01 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106571</guid>
    </item>
    <item>
      <title>CORROSION OF STEEL IN CONTINUOUSLY SUBMERGED REINFORCED CONCRETE PILING</title>
      <link>https://trid.trb.org/View/110077</link>
      <description><![CDATA[STEEL CORROSION IN PORTIONS OF PILING WHICH WERE CONTINUOUSLY SUBMERGED IN SEAWATER FOR APPROXIMATELY 37 YEARS WERE EXAMINED. AS PART OF A CONTRACT FOR A NEW BRIDGE TO REPLACE THE SAN MATEO-HAYWARD BRIDGE, THE EXISTING PILES FROM THE OLD BRIDGE WERE REMOVED. SEVENTEEN OF THESE PILES WERE INSPECTED BY EXPOSING THE REINFORCING STEEL. IN ADDITION, SAMPLES OF CONCRETE WERE OBTAINED TO DETERMINE THE CONTAINED SALT CONTENT. IT WAS FOUND THAT 8 OUT OF 17, OR APPROXIMATELY 47 PERCENT OF THE PILINGS HAD HEAVY CORROSION OF THE STEEL. THE METAL LOSS OF THE HEAVILY CORRODED STEEL WAS IN THE CHARACTER OF BROAD PITS THAT RANGED IN DEPTH BETWEEN 0.017 IN. AND 0.260 IN. AND AVERAGED 0.114 IN. THE CHLORIDE CONTENT FOUND IN THE CONTINUOUSLY SUBMERGED CONCRETE RANGED BETWEEN 13 AND 34 LB/ CU YD. ON THE BASIS OF ABSORPTION MEASUREMENTS MADE OF THE CONCRETE, IT WAS CALCULATED THAT THERE COULD BE A 10 PERCENT CHLORIDE SOLUTION IN THE CONCRETE, WHILE THE BAY WATER CONTAINED 1.7 PERCENT CHLORIDE. PUBLISHED RESULTS OF OTHER INVESTIGATIONS CONCERNING THE CORROSION BEHAVIOR OF STEEL IN REINFORCED-CONCRETE PILING ARE PARTIALLY REVIEWED.]]></description>
      <pubDate>Wed, 02 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110077</guid>
    </item>
    <item>
      <title>LAND SUBSIDENCE ALONG THE DELTA-MENDOTA CANAL, CALIFORNIA</title>
      <link>https://trid.trb.org/View/123984</link>
      <description><![CDATA[LAND SUBSIDENCE CAUSED BY AN OVERDRAFT OF CONFINED OR ARTESIAN GROUND WATERS IS A CONDITION IN WHICH PUMPAGE EXCEEDS RECHARGE. SUCH SUBSIDENCE HAS BEEN RECORDED ALONG THE DELTA-MENDOTA CANAL IN CALIFORNIA. THE COMPLEX MECHANISM OF THIS SUBSIDENCE IS DISCUSSED. THE EXISTENCE OF THIS LAND SUBSIDENCE WAS NOT RECOGNIZED DURING PRECONSTRUCTION AND PRECONSTRUCTION SURVEYS. AS A RESULT OF THE SUBSIDENCE, THE TOP OF THE CANAL'S CONCRETE AND EARTH LININGS BECAME SUBMERGED LOCALLY BELOW THE WATER LEVEL. THE EFFECTS OF SUBSIDENCE ON NUMEROUS BRIDGES AND PIPE CROSSINGS WERE PARTICULARLY STRIKING. THESE ARE DESCRIBED. CAPACITY TESTS OF THE CANAL INDICATE, HOWEVER, THAT SUBSIDENCE HAS OCCASIONED NO CAPACITY LOSSES. TO PLAN THE MOST EFFICIENT REHABILITATION, IT WAS NECESSARY TO ESTIMATE ULTIMATE FUTURE AMOUNTS OF SUBSIDENCE ALONG THE CANAL. SEVERAL APPROACHES WERE INVESTIGATED. THE MOST FEASIBLE APPROACH SEEMED TO BE AN EXTRAPOLATION OF DATA BASED ON PAST SUBSIDENCE GRAPHS OF INDIVIDUAL BENCH MARKS. THE APPROACH USED FOR THE FINAL CALCULATION WAS THE EXPRESSION OF SUBSIDENCE GRAPHS OF LAG AS EXPONENTIAL DECAY CURVES. THE VALIDITY OF THE APPROACH WAS CONFIRMED INDIRECTLY BY THE DEGREE OF FITNESS OF ALL RECORDED SUBSIDENCE DATA. IT WAS ESTIMATED THAT THE LAG WILL BE VIRTUALLY COMPLETED DURING THE NEXT 20-25 YEARS.]]></description>
      <pubDate>Mon, 31 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123984</guid>
    </item>
    <item>
      <title>FATIGUE OF CONCRETE COMPOSED OF BLAST FURNACE SLAG OR SILICA FUME UNDER SUBMERGED CONDITIONS</title>
      <link>https://trid.trb.org/View/370259</link>
      <description><![CDATA[The compressive fatigue strength of concrete in a submerged condition deteriorates drastically compared with concrete in air dried condition.  This may be due to the influence of the reduction of the bond at the interface between the aggregate and the cement paste.  This may be reduced by reducing the calcium hydroxide content and filling the voids at the interface.  In this study, in expectation of the improvement, compressive fatigue tests were performed in submerged conditions using concrete composed of blast furnace slag or silica fume.  An increase in fatigue strength was noted that was attributed to an improvement in the aggregate interface bond and watertightness.]]></description>
      <pubDate>Wed, 27 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370259</guid>
    </item>
    <item>
      <title>IMMERSED TUNNEL TECHNIQUES</title>
      <link>https://trid.trb.org/View/368730</link>
      <description><![CDATA[The presentations cover international experiences in the techniques of planning, design and construction of submerged tubes.  Pragmatic engineering aspects are examined, and technical insight is presented into the problems and benefits of the expanding technique.]]></description>
      <pubDate>Wed, 07 Apr 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368730</guid>
    </item>
    <item>
      <title>HELICAL ANCHORS IN DRY AND SUBMERGED SAND SUBJECTED TO SURCHARGE</title>
      <link>https://trid.trb.org/View/359712</link>
      <description><![CDATA[This report presents model test results of a single helical anchor screwed into a prepared dense sand deposit.  The investigation studied the influence of surcharge and submersion of the sand deposit on the uplift perfomance. Nondimensional equations presenting the parameters affecting the upllift capacity of a single helical anchor and the applied surcharge intensity are proposed. The study found that the negative effect of submersion on the anchor's pullout capacity can be offset by applying surcharge on the sand surface.  The greater the embedment depth, the smaller the contribution of the surcharge to the uplift capacity. These and other study findings are discussed.]]></description>
      <pubDate>Thu, 31 Oct 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/359712</guid>
    </item>
    <item>
      <title>UPLIFT BEHAVIOR OF SCREW ANCHORS IN SAND. II: HYDROSTATIC AND FLOW CONDITIONS</title>
      <link>https://trid.trb.org/View/357794</link>
      <description><![CDATA[This study investigated the relationship between the factors affecting the uplift behavior of screw anchors in submerged sand and sand subjected to upward seepage flow. The test program included 20 experiments conducted on both shallow and deep anchors.  A definition of shallow and deep anchors was made based on the experimental results.  The theoretical model developed in part I of this study was modified to take into account the effect of submersion, or the existence of upward seepage flow velocity.  Based on experimental test results, an equation is proposed to account for the effect of the seepage flow velocity on the angle of inclination of the failure surface.  The theoretical results show good agreement when compared with the experimental results of the present investigation and the field test results available in the literature.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/357794</guid>
    </item>
    <item>
      <title>EXPERIMENTAL P-Y MODEL FOR SUBMERGED,STIFF CLAY. DISCUSSION</title>
      <link>https://trid.trb.org/View/357798</link>
      <description><![CDATA[This is a discussion of a paper of the above title by T.W. Dunnavant and M.W. O'Neill published in Vol 115 No.1 (January 1989) issue of this journal.  Discusser Cox comments on the author's focus on the site-specific nature of criteria that have been developed for designing piles subjected to lateral loading in submerged stiff clays. References to design criteria for laterally loaded piles in stiff clay are discussed, and suggestions are made regarding the selection of suitable criteria.  Discusser Fenske comments on the complexity of the interrelation among the lateral load magnitude, the pile type, and the soil response, and a laterally loaded pile analysis.  The importance of soil parameters is also noted. The discussions are followed by a closure by the author of the paper.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/357798</guid>
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