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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>
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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>Cooperative Geotechnical Designs to Build on Liquefiable and Compressible Soil in Salem, Massachusetts</title>
      <link>https://trid.trb.org/View/1480047</link>
      <description><![CDATA[The Massachusetts Bay Transit Authority (MBTA) is addressing accessibility throughout their facilities. The Commuter Rail station in Salem, Massachusetts is upgrading their facility to improve site accessibility and increase parking capacity. Proposed improvements include a parking garage replacing the existing parking lot, a pedestrian bridge replacing the existing stairway connecting track level with downtown Salem, and a full-length high-level platform. Historical records, a geophysical survey, and an archaeological survey indicate structural remains from an historic train depot are largely intact beneath the surface of the existing lot. Subsurface explorations encountered fill overlying loose saturated sands above 40 feet of soft, compressible marine clay deposits extending to competent argillite rock at 60-80 feet below grade. Deep foundations bearing on rock were recommended for structural support of the garage, bridge, and platform. Potentially liquefiable sands, the potential for lateral spreading, and a poor seismic site classification exist at the site. Ground improvement techniques were recommended to improve the subsurface soil conditions and limit liquefaction and lateral spread potential. Several value-engineering options were explored, including options to replace traditional deep foundations with drilled displacement columns for garage support, using shallow retaining wall foundations for platform support, and using a slab-on-grade instead of a structural slab. The resulting cooperative designs required additional coordination between the design team to maximize efficiency of the project budget.]]></description>
      <pubDate>Thu, 24 Aug 2017 09:46:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1480047</guid>
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    <item>
      <title>Agency Experience Using 3-D Ground-Penetrating Radar for Pavement Evaluation</title>
      <link>https://trid.trb.org/View/1437871</link>
      <description><![CDATA[This paper describes a research effort conducted by the University of Minnesota and the Minnesota Department of Transportation to explore applications of three dimensional ground penetrating radar (3D GPR) technology for assessing its road network and to develop analysis methods for time-history 3D GPR data, with the goal of being able to collect and interpret 3D GPR data to provide internal and subsurface characteristics of the pavement in a timely, direct manner. The research also addressed additional issues, including 1) the modification of the 3D GPR equipment to improve the reliability, repeatability, and coverage of measurements and 2) the creation of supporting tools to access the developed 3D GPR analysis so that the agency does not rely on third-party software for each specific pavement evaluation type. For the benefit of interested agencies, the paper also describes applications and case studies to illustrate the potential of this technology.]]></description>
      <pubDate>Mon, 23 Jan 2017 16:05:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1437871</guid>
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      <title>Investigations of Premature Failures of Asphalt Overlays Using NDT Tools and Pavement Cores</title>
      <link>https://trid.trb.org/View/1394377</link>
      <description><![CDATA[Premature pavement failures and distresses continue to happen despite significant advancements in pavement technology. This paper reports an integrated approach used to evaluate subsurface conditions of 72 centerline kilometers of a highway pavement, as part of an investigation prompted by premature pavement failures of a recent mill and asphalt overlay project. The integrated approach involved ground penetrating radar (GPR), coring, and laboratory testing, in conjunction with a review of existing falling weight deflectometer (FWD) data, design plans, construction and post-construction documents, and other available data. A visit to the site was arranged to assess the conditions of the overlay and identify the types of distresses which were visible on the pavement surface. GPR data were used to identify contributing factors to the premature surface failures, such as large areas of stripped pavement beneath the new asphalt overlay, and localized areas of wet or moist old asphalt base. Pavement cores provided data to verify the results of GPR tests. FWD test data were used to determine the resilient moduli of the existing pavement layers. The premature pavement failures in this study were believed to be caused by infiltration of water into the milled surface prior to overlaying, questionable structural integrity of the milled surfaces of old asphalt base material, and debonding due to tack coat placement issues. Recommendations based on the findings from this study are included in the paper.]]></description>
      <pubDate>Mon, 07 Mar 2016 17:18:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1394377</guid>
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    <item>
      <title>Subsurface Condition Evaluation of Asphalt Pavement for Pavement Preservation Treatments</title>
      <link>https://trid.trb.org/View/1290045</link>
      <description><![CDATA[This paper introduces a guideline for evaluating the asphalt pavement subsurface condition,  developed by Indiana Department of Transportation to determine the applicability of pavement  preservation treatments (PPTs). The evaluation procedure consists of four major steps, including  site selection, preliminary assessment, data collection/test, and analysis. The guideline has  hierarchal evaluation level based on type of data available for the test section. Level 1 is selected  if Ground Penetration Radar (GPR) analysis data is available and Level 2 is selected if surface  distress data is available. Level 3 is used for all other cases. A case study was conducted on the  SR-70 section with microsurface treatment for understanding its subsurface condition and  validating the evaluation methods.  The level 1 evaluation with GPR on the SR-70 test section determined that 20.5% of the test  section length contained the problem locations with the fair subsurface condition and the rest  79.5 % of the length had the good subsurface condition. Similarly, 28% of the test section length  with was determined to have the fair subsurface condition by the level 2 evaluation with surface  distress. The rest 72% of the test section without surface distresses was estimated to have the  good subsurface condition. In addition, the PPT applicability on SR-70 test section was  determined. Considering the subsurface distress distribution analysis using distress coverage of  unit analysis length (DUCAL), the test section was determined to be inadequate for the PPT  application. Conclusively, the case study confirms that the evaluation processes are applicable  and can help a consistent and rational decision making process for project level or district level  pavement preservation program.  Two softwares were developed as tools to aid the user in utilizing the guideline more effectively  and conveniently. “INDOT Pavement Subsurface Condition Evaluation (iSub)” is entirely based  on the “Guidelines of subsurface condition evaluation for pavement preservation.” Thus, iSub  provides user-friendly system which helps to follow the hierarchy of evaluation steps.  Furthermore, iSub automatically calculates the overall condition of the pavement subsurface as  severity rating for each laboratory test result was implemented into the software. The other  software “INDOT Water Stripping Severity Evaluation (iMoisture)” was developed to aid the  water stripping severity evaluation of INDOT subsurface condition evaluation process. iMoisture  detects uncoated aggregates and quantifies the area in a sample by employing the digital image  analysis technology.]]></description>
      <pubDate>Mon, 03 Mar 2014 09:28:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290045</guid>
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    <item>
      <title>Evaluation of a Simulation of Subpavement Conditions as They Affect the Implementation and Removal of Seasonal Load Restrictions</title>
      <link>https://trid.trb.org/View/1139486</link>
      <description><![CDATA[The structural stability of highway pavements is significantly impacted by freeze–thaw processes, especially during the thaw period when a layer of water gets trapped between the pavement and the remaining frozen layer below. This reduces the structural stability of the sub-pavement materials and the subsurface structure remains in this weakened state until the freeze layer is completely thawed. The pavement degradation caused by heavy vehicles that traverse weakened pavements during this thaw may appear as rutting, depressions, cracking, frost heaving, pot holes, and corrugation. One current practice to minimize damage to the pavement is the application of load limits called seasonal weight restrictions (SWR). The decisions on when to employ SWR depend upon knowledge of when structural weakening begins and ends. Phase 3 of the Clarus Initiative included a demonstration of a Seasonal Weight Restriction Decision Support Tool to develop a data analysis, meteorological, and pavement modeling decision support tool to assist transportation agency control strategies during critical freeze–thaw periods. The Enhanced Integrated Climatic Model (EICM) was used to integrate Clarus-enhanced observations and forecasts into the EICM and display the EICM results in a web-based presentation. This paper discusses the structure of the EICM, its configuration requirements, and how the output relates to the sub-pavement conditions that impact structural stability of the base and subgrade layers. It provides presentations of past and current conditions based upon observed data and forecast guidance, and the findings from the 2-year demonstration test and findings from the 2-year demonstration project.]]></description>
      <pubDate>Fri, 25 May 2012 10:32:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1139486</guid>
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    <item>
      <title>Clarus Multi-State Regional Demonstrations, Evaluation of Use Case #2: Seasonal Load Restriction Tool</title>
      <link>https://trid.trb.org/View/1126421</link>
      <description><![CDATA[This report presents the results of an evaluation of the demonstration of an experimental seasonal load restriction decision support tool. This system offers state departments of transportation (DOTs) subsurface condition forecasts (such as moisture, temperature, and freeze-thaw trends) to support their decisions to place and remove load restrictions in a timely and effective way. The tool has been developed by Meridian Environmental Technology, Incorporated and is being demonstrated in Montana and North Dakota as part of the Clarus Multi-State Regional Demonstration Program under the auspices of the Road Weather Management Program (RWMP) of the Federal Highway Administration (FHWA). The use of this tool was independently evaluated under contract to the RWMP. This evaluation report identifies the hypotheses tested, the approach to data collection and analysis, results from the evaluation, and lessons learned.]]></description>
      <pubDate>Wed, 25 Jan 2012 14:21:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1126421</guid>
    </item>
    <item>
      <title>Parametric model for conceptual cost estimation of concrete bridge foundations</title>
      <link>https://trid.trb.org/View/1106499</link>
      <description><![CDATA[Motorway bridges constitute a major part of modern transportation infrastructure networks. Interestingly, although foundations substantially influence the bridge construction cost, few studies have focused on predesign cost estimates. This paper presents a conceptual cost-estimate model for bridge foundations that involves three stages: the selection of the foundation system, the estimation of the material quantities, and the estimation of the foundation cost. It describes an easy-to-use ground classification method, which combined with a rule-based system, leads to the choice of the foundation system. This paper also describes the development of prediction models for the material quantities of different types of foundations. The significant independent variables were identified by the experts in interview sessions. Despite its drawbacks, the stepwise regression methodology was applied to see whether the results are consistent with the experts’ opinion. The major assumptions underlying the correct application of the regression methodology were tested, and the necessary adjustments were made. The proposed conceptual cost-estimating methodology provides fast and reliable results that can be very useful in the early stages of a project.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:27:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1106499</guid>
    </item>
    <item>
      <title>Geotechnical Challenges of Design-Build Mass Transit Project in North Jersey</title>
      <link>https://trid.trb.org/View/1092121</link>
      <description><![CDATA[Gannett Fleming teamed up with George Harms Construction Company, Inc. for the Design-Build of the Hudson Bergen Light Rail Transit System Extension Minimum Operable Segment-3 (MOS-3) located in Bayonne, New Jersey.  The project owned by New Jersey Transit, consisted of 2,150 linear feet of viaduct piers supported on drilled shaft foundations, 1,450 linear feet of soldier pile and precast lagging retaining wall, a new 8th Street Station building, and a new power substation. There were several design and construction challenges that were encountered during the project including differing subsurface conditions, load test requirements, and stability of existing structures. Subsurface conditions were generally consistent along the proposed track alignment with the exception of one pier which contained a significant weathered rock profile that required adjusting rock socket lengths to handle the large viaduct loading. Another challenge was utilizing axial load testing on production shafts rather than sacrificial shafts to accommodate the contractor’s schedule and budget without compromising the geotechnical design. Finally with viaduct superstructure construction well underway and the 8th Street Station building nearing 80% completion, the stability of an existing cast-in-place concrete cantilever retaining wall was questioned.  Gannett Fleming did a comprehensive investigation to determine the dimensions of the existing retaining wall.  It was determined that the existing wall would not be stable under the new loads.  A retrofit consisting of micropiles and ground anchors was designed to stabilize the wall.  The above design and construction challenges were handled efficiently through direct daily communication between Gannett Fleming and George Harms.]]></description>
      <pubDate>Thu, 23 Jun 2011 09:07:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1092121</guid>
    </item>
    <item>
      <title>Development of a Geotechnical GIS for Subsurface Characterization with Three Dimensional Modeling Capabilities</title>
      <link>https://trid.trb.org/View/918719</link>
      <description><![CDATA[The New Hampshire Department of Transportation initiated this research to develop a geographical information system (GIS) that visualizes subsurface conditions three dimensionally by pulling together geotechnical data containing spatial references. It incorporates several geotechnical projects ranging in size from a fairly small roadway project to a much larger roadway by-pass project. The research procedure encompassed taking subsurface data housed on one of the Department’s computer servers and exporting the data as text delimited files into a GIS running a 3D modeling extension. A statewide GIS layer was created to access all the available subsurface data so existing data in close proximity to new projects could easily be recognized. The GIS utilizes the data to observe the existing subsurface conditions three dimensionally. By observing where the least confident data was located, the 3D modeling extension helped to determine where and how many additional explorations were needed to adequately map the subsurface conditions to a defined level of confidence. For each project, soil and bedrock surfaces were identified and the bedrock surface was exported into a CAD system where project cross sections were drawn depicting the bedrock depths along the new roadway centerline. The results of the research indicated that a GIS containing existing subsurface data running a 3D modeling extension could adequately map bedrock surface elevations with a minimal amount of additional subsurface explorations. It also demonstrates how new and existing soil density and bedrock surface elevation data can easily be observed three dimensionally on a computer screen.]]></description>
      <pubDate>Wed, 02 Jun 2010 16:33:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/918719</guid>
    </item>
    <item>
      <title>Assessment of Karst Activity at Highway Construction Sites Using the Electrical Resistivity Method (Greene and Jefferson Counties, Missouri)</title>
      <link>https://trid.trb.org/View/898782</link>
      <description><![CDATA[Two-dimensional (2-D) electrical resistivity data were acquired across and in proximity to active sinkholes at two Missouri Department of Transportation (MoDOT) highway-construction sites. Construction site #1 is located in Greene County, Missouri; site #2 is located in Jefferson County, Missouri. Two relatively dense grids (“1A” and “1B”) of electrical resistivity data were acquired at Greene County site #1 as part of a geotechnical investigation of a proposed interchange. Several active sinkholes with exposed throat diameters on the order of 1.5 ft had been discovered during a routine visual inspection of the site, and the District Geologist decided that a geophysical investigation was warranted prior to routine boring. The primary objective of the electrical resistivity study was to determine if substantive air-filled karstic cavities were present in the subsurface. Secondary objectives were to estimate depth to bedrock and identify anomalous subsurface conditions that might compromise the integrity of the proposed intersection or complicate construction. The electrical resistivity data proved to be of significant utility. Substantive air-filled voids were not imaged on the resistivity profiles. A depth to bedrock structure contour map was generated for the site, and prominent clay-filled and apparently inactive karstic cavities were identified beneath segments of proposed new roadway. A relatively dense grid of electrical resistivity data was also acquired at Jefferson County site #2. These electrical resistivity data were acquired because a previously unmapped, oval-shaped, clay-filled, sinkhole (approximately 50 ft x 35 ft x 15 ft; length x width x height) near the centerline of the northbound lanes effectively “emptied” overnight after overlying soil had been stripped by earth moving equipment. The supervising geologist authorized the acquisition of the geophysical data in order to image the subsurface immediately beneath and adjacent to the sinkhole. The primary concern was that the sinkhole was underlain by a large air-filled cavity. The interpretation of the resistivity data indicated the reactivated sinkhole was not underlain by a substantive cavity. Rather, the soil in the sinkhole appears to have “flowed” into the subsurface through solution-widened system of joints that do not underlie the sinkhole and probably do not pose a significant risk in terms of catastrophic collapse under load.]]></description>
      <pubDate>Mon, 17 Aug 2009 10:42:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/898782</guid>
    </item>
    <item>
      <title>Application of Innovative Nondestructive Methods to Geotechnical and Environmental Investigations</title>
      <link>https://trid.trb.org/View/898781</link>
      <description><![CDATA[Geophysical surveys were conducted for the Missouri Department of Transportation (MoDOT) by the Department of Geology and Geophysics at the University of Missouri, Rolla.  This report contains the results of several projects that utilized nondestructive, geophysical methods.  The purpose of the research is to determine successful applications of geophysics to geotechnical work and gage the effectiveness of different methods.  These methods include ground penetrating radar (GPR), shallow seismic reflection, electromagnetic induction (EM), and electrical resistivity.  Geophysics successfully assessed roadway and subsurface conditions with nondestructive, continuous profiles.  Case studies in this report address karst related voids and sinkholes, underground storage tanks, bridge scour, and abandoned underground mines.  A protocol for evaluating the utility of ten commonly employed geophysical methods is provided in this report.  This protocol serves as an aid to the highway engineer in the selection of appropriate methods for the target and site.  GPR proved to be useful in profiling the shallow subsurface soil structure and reflection seismic survey established the bedrock structure below.  Electromagnetic induction proved useful for mapping underground tanks and utilities, while resistivity was used for mapping bedrock and searching for air filled voids such as caves.]]></description>
      <pubDate>Mon, 17 Aug 2009 10:42:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/898781</guid>
    </item>
    <item>
      <title>Detection and Mitigation of Subsidence and Voids on Vermont Roadways: I-89 Hartford and US 7 Manchester, Vermont</title>
      <link>https://trid.trb.org/View/873129</link>
      <description><![CDATA[During the summer of 2007, a geophysical survey team from Applied Research Associates, Inc. evaluated two Vermont highway sites exhibiting subsidence. They performed surveys on I-89 in Hartford and on US-7 in Manchester to assess the performance of three nondestructive geophysical methods for characterizing the causes of subsidence. Using a set of performance criteria, they selected three non-invasive geophysical methods for field evaluations at the two subsidence sites. Their objectives for these field trials were to identify the causes of subsidence as well as determine the effectiveness and feasibility of employing these methods for characterizing the subsidence conditions. Subsidence at both sites is likely resulting from a combination of drainage issues and construction processes. The methods employed proved effective for characterizing subsurface conditions at the two sites, including the cone penetration test (CPT) to verify the relative soil strength conditions. Additionally, these methods may prove viable for future investigative applications such as wide area assessments and network level surveys.]]></description>
      <pubDate>Wed, 22 Oct 2008 12:12:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/873129</guid>
    </item>
    <item>
      <title>Appendices to Implementation of Ground Penetrating Radar</title>
      <link>https://trid.trb.org/View/870238</link>
      <description><![CDATA[The objective of this project was to demonstrate the capabilities and limitations of ground penetrating radar (GPR) for use in local road applications. The effectiveness of a GPR survey is a function of site conditions, the equipment used, and experience of personnel interpreting the results. In addition, not all site conditions are appropriate for GPR applications. GPR is a nondestructive field test that can provide a continuous profile of existing road conditions. GPR utilizes high-speed data collection at speeds up to 50 mph, thus requiring less traffic control and resulting in greater safety. GPR has the potential to be used for a variety of pavement applications, including measuring the thickness of asphalt pavement, base and sub-grade; assisting in the analysis of rutting mechanisms; calculating and verifying material properties; locating subsurface objects; detecting stripping and/or layer separation; detecting subsurface moisture; and determining depth to near-surface bedrock and peat deposits. These applications are discussed in reference to 22 projects completed throughout the State of Minnesota.]]></description>
      <pubDate>Thu, 04 Sep 2008 16:33:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/870238</guid>
    </item>
    <item>
      <title>Implementation of Ground Penetrating Radar</title>
      <link>https://trid.trb.org/View/870237</link>
      <description><![CDATA[The objective of this project was to demonstrate the capabilities and limitations of ground penetrating radar (GPR) for use in local road applications. The effectiveness of a GPR survey is a function of site conditions, the equipment used, and experience of personnel interpreting the results. In addition, not all site conditions are appropriate for GPR applications. GPR is a nondestructive field test that can provide a continuous profile of existing road conditions. GPR utilizes high-speed data collection at speeds up to 50 mph, thus requiring less traffic control and resulting in greater safety. GPR has the potential to be used for a variety of pavement applications, including measuring the thickness of asphalt pavement, base and sub-grade; assisting in the analysis of rutting mechanisms; calculating and verifying material properties; locating subsurface objects; detecting stripping and/or layer separation; detecting subsurface moisture; and determining depth to near-surface bedrock and peat deposits. These applications are discussed in reference to 22 projects completed throughout the State of Minnesota.]]></description>
      <pubDate>Thu, 04 Sep 2008 16:33:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/870237</guid>
    </item>
    <item>
      <title>Development of a Landfill in Difficult Site Conditions at the Port of Los Angeles</title>
      <link>https://trid.trb.org/View/835536</link>
      <description><![CDATA[In order to accommodate the increase in container trade and vessel sizes, the Port of Los Angeles (POLA) has embarked on a port-wide container wharf upgrade program and channel deepening program. To meet the demand for additional backlands to the upgraded wharves, POLA is developing landfills using dredged materials from the channel deepening program placed within containment dikes. Approximately 17-ha (43-acres) of land are being developed in two stages within the Southwest Slip of the West Basin area. About 765,000 cubic meters (1 million cubic yards) of harbor bottom material dredged during channel deepening were identified as contaminated and unsuitable for open ocean disposal. The second stage of the landfill (west fill) was also used as a disposal facility for the contaminant material. The design and construction of the landfill posed unique geotechnical challenges as the site contains varying thickness [8-12 m  (25–40 ft)] of soft and highly compressible foundation material beneath the approximately 10-17 m (30–55 ft) thick dredged fill materials, which are also composed of predominantly fine-grained compressible materials. The difficult soft site conditions and demanding project schedule required the need for a significant amount of wick drains installed over water as well as on land, and surcharge placement to improve the site with the time constraint. Land-based wick drains in excess of 3,500,000 m (11 million ft) and water-based wick drains of more than 700,000 m (2.3 million ft) were used in the project, making it the highest usage of wick drains in a single project in Northern America. The containment dikes were required to be designed to meet defined seismic performance criteria under operating level earthquake (OLE) and contingency level earthquake (CLE) conditions. This paper provides details of subsurface conditions, design, monitoring and ground improvement evaluation of the landfill.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:28:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/835536</guid>
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