<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
    </image>
    <item>
      <title>POST LIQUEFACTION DEFORMATION OF EMBANKMENTS AND EFFECTS ON RESTRAINING PILES</title>
      <link>https://trid.trb.org/View/540876</link>
      <description><![CDATA[There are three levels of analysis for assessing the postliquefaction stability of embankments:  limit equilibrium analysis using residual strength, Newmark sliding block analysis using residual strength, and finite element large strain displacement analysis.  The first two types are well known and often used.  In recent years, finite element analysis has been used increasingly for important projects involving life safety and large remediation costs.  The application of finite element analysis is illustrated by two case histories - failure of a river protection dike in Japan, and the seismic safety evaluation and subsequent remediation of Sardis Dam in Mississippi.  The latter example is particularly relevant to pile-supported abutments because the upstream slope of the dam was nailed to a stable foundation layer using prestressed concrete piles.  The determination of the static and dynamic moments and shears in these piles would not have been possible without the finite element analysis.  A crucial problem affecting the reliability of all methods of analysis is determining the appropriate value for the residual strength.]]></description>
      <pubDate>Wed, 11 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540876</guid>
    </item>
    <item>
      <title>CATHODIC PROTECTION OF COASTAL PRESTRESSED CONCRETE PILES: PREVENTION OF HYDROGEN EMBRITTLEMENT</title>
      <link>https://trid.trb.org/View/536715</link>
      <description><![CDATA[Assessing the effect of cathodic protection (CP) on a chloride-contaminated bridge pile involved defining the hydrogen embrittlement behavior of the pearlitic reinforcement and quantifying the local (i.e., at the steel/concrete interface) chemical and electrochemical conditions, both prior to and throughout the application of CP.  The hydrogen embrittlement behavior of the reinforcement was assessed through a combination of Devanathan/Stachurski permeation experiments, to quantify subsurface hydrogen concentrations as a function of the applied hydrogen overpotential, and crack initiation tests for bluntly notched and fatigue precracked tensile specimens employing elastic-plastic finite element analysis and linear elastic fracture mechanics, respectively.  A series of laboratory scale piles was constructed to determine relevant environmental and electrochemical conditions at the steel/concrete interface. Laboratory-scale piles were partially immersed in ASTM (American Society for Testing and Materials) artificial ocean water and allowed to stabilize.  With time, localized corrosion (crevicing) was initiated along the reinforcement and accompanied by a shift in the pH of the occluded environment from an alkaline pH 12.6 to 5.5 and below due to ferrous ion hydrolysis.  CP current densities from 0.1 to 2.5 microA/sq cm (per unit area reinforcement) were applied via a skirt anode located at the waterline.  By combining the effect of local CP level as a function of position along the reinforcement on hydrogen absorption with the information on the hydrogen embrittlement characteristics of the reinforcement as a function of hydrogen concentration, safe windows for the application of CP may be identified.  With the exception of 100 mV depolarization/decay criteria, it was not possible to sufficiently protect the splash zone of the pile with its high corrosion rate without exceeding the threshold hydrogen concentration for embrittlement at some zone within the reinforcement.]]></description>
      <pubDate>Fri, 25 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536715</guid>
    </item>
    <item>
      <title>EVALUATION OF LATERALLY LOADED PILE GROUP AT ROOSEVELT BRIDGE</title>
      <link>https://trid.trb.org/View/474866</link>
      <description><![CDATA[An isolated single pile and a large-scale test group of 16 prestressed concrete piles spaced at three diameters were subjected to a static lateral loading using a fixed-headed production group for reaction.  The foundation consisted of sand overlying a partially cemented sand at the Roosevelt Bridge replacement, Stuart, Florida.  Ten piles of the test group, six piles of the reaction group, and a single pile were instrumented with strain gauges and inclinometers.  The piles were 76 sq cm and approximately 16.5 m long.  Standard penetration tests (SPT), cone penetration tests (CPT), DMT, and PMT in-situ tests were used to establish the soil profile and p-y curves. Subsequent to testing, the strain gauges and inclinometer data were reduced to "measured" p-y curves.  The p-y curves developed from SPT correlations and PMT results provided an accurate soil representation.  The single pile was subjected to 320 kN, while the pile groups were loaded to about 4,800 kN.  The testing results show that the nonlinear characteristics of cracked prestressed concrete piles dominate analyses and data reduction. Consequently, the FLPIER program, with its nonlinear concrete capabilities, could predict properly the "postcracking" response.  The group interaction was accurately modeled by p-y (actually p, only) multipliers, which were determined as 0.8, 0.7, 0.3, and 0.3 for the leading, middle leading, middle trailing, and trailing rows, respectively, with the overall group p-y multiplier being 0.55.]]></description>
      <pubDate>Tue, 16 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474866</guid>
    </item>
    <item>
      <title>A BUOYANT CROSSING. $78-MILLION PONTOON STRUCTURE WILL BOOST PEARL HARBOR ACCESS</title>
      <link>https://trid.trb.org/View/576358</link>
      <description><![CDATA[This article describes the design and development of Ford Island Bridge, the U.S. Navy's $78-million pontoon structure that will link the island of Oahu to Ford Island, a former World War II airfield currently accessible only by ferry.  The bridge will make accessible $400 million worth of land and provide a 198 m-wide (650 ft) opening for marine traffic, the world's largest for movable bridges.  The design of this pontoon is well-suited for Pearl Harbor's calm waters, and provides a bridge profile that is low enough not to obscure the World War II-era Arizona Memorial.  Construction began in January 1996 and the job is currently about 6 months ahead of schedule.  The design of the structure's octagonal prestressed concrete piles was a key element.  Piles were driven at an angle for lateral resistance. The total of 400 piles, which reach to 42 m (137 ft) in depth are some of the largest ever driven in Hawaii.  The piles support the 1,109 m-long (3,638 ft) fixed bridge over the 14 m (45 ft) deep channel, as well as the 315 m-long (1035 ft) movable sections.  The piers must resist not only dead and live loads but seismic forces and varying weather conditions.  The Ford Island structure is anticipated to withstand winds of 161 kph (100 mph) and maximum wave heights of almost 1.5 m (5 ft).  The bridge is bolstered by silica fume concrete.]]></description>
      <pubDate>Wed, 27 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576358</guid>
    </item>
    <item>
      <title>MODELING OF BRIDGE PIERS FOR SEISMIC ANALYSIS, PHASE II</title>
      <link>https://trid.trb.org/View/478517</link>
      <description><![CDATA[This final report describes the work performed in Phase II of research relating to the modeling of bridge piers for seismic analysis.  The objective of the research effort which began with Phase I was to determine appropriate values of spring stiffnesses to use in analytical modeling of bridge piers supported on piles in the loess of West Tennessee.  Dynamic quick-release ("pluck") tests were identified in Phase I as being appropriate to satisfy the research objective.  Such tests were performed in Phase II, and the results of these tests are reported and discussed in this final report.  Also included in this final report are descriptions, results, and discussion of static lateral load tests performed on three piles driven in loess.  These tests grew out of the original program of dynamic tests.  Key conclusions drawn from the dynamic test program were (1) that the dynamic and static stiffness coefficients were essentially equal and (2) that the current modeling procedures used by the Tennessee Department of Transportation are reasonable and slightly conservative.  Results of the static tests gave useful data on the lateral load-deflection response of prestressed concrete piles in loess and indicated that such piles are capable of sustaining the lateral deflections required of them when they are used in integral abutments of jointless bridges.]]></description>
      <pubDate>Wed, 02 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478517</guid>
    </item>
    <item>
      <title>EFFECT OF CALCIUM NITRITE ON THE PROPERTIES OF CONCRETE USED IN PRESTRESSED PILES AND BEAMS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/368047</link>
      <description><![CDATA[This study evaluates the concretes in steam-cured prestressed piles and beams containing calcium nitrite as protection against chloride-induced corrosion of the steel strands and assesses their field performance over a 3-year period.  Concretes containing slag were also included in the study to evaluate their permeability to chloride ions.  It was found that concretes containing calcium nitrite (DCI) have satisfactory strengths and are expected to provide adequate resistance to cycles of freezing and thawing.  The steam-cured slag concretes were found to have lower permeability than the similar portland cement concretes.  Since the addition of DCI does not have an appreciable adverse affect on the properties of steam-cured concretes and has the potential to provide long-term protection against corrosion, its use is recommended in prestressed concrete subjected to severe exposure.  The limited time available for laboratory and field testing did not allow conclusions on the effectiveness of the corrosion inhibitor. Continuing evaluations are recommended.]]></description>
      <pubDate>Mon, 30 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368047</guid>
    </item>
    <item>
      <title>SIMULATED SEISMIC LOAD TESTS ON PRESTRESSED CONCRETE PILES AND PILE-PILE CAP CONNECTIONS</title>
      <link>https://trid.trb.org/View/464295</link>
      <description><![CDATA[The results of tests conducted in New Zealand on prestressed concrete piles and pile-pile cap connections subjected to simulated seismic loading are summarized.  The piles were of prestressed pretensioned concrete with a 400 mm (15.7 in.) octagonal cross section and contained spiral reinforcement.  The pile caps were of reinforced concrete.  The range of pile-pile cap connection details tested included piles with ends embedded in the cap either with or without the ends of the longitudinal steel exposed, and the use of longitudinal steel dowel bars. The test results showed that well detailed prestressed concrete piles and pile-pile cap connections are capable of undergoing large post-elastic deformations without significant loss in strength when subjected to severe seismic loading.]]></description>
      <pubDate>Tue, 24 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464295</guid>
    </item>
    <item>
      <title>CONTINUING INVESTIGATION OF STRAND SLIPPAGE IN 24 INCH OCTAGONAL PRESTRESSED CONCRETE PILES</title>
      <link>https://trid.trb.org/View/460860</link>
      <description><![CDATA[The objective of the current research is to investigate the problem of excessive slippage in prestressed piles.  From the measurements taken in the field, it is apparent that the problem of excessive initial strand slip is not limited to the 24 inch octagonal piles.  The problem is independent of pile shape and size.  The slippage is evident in piles of different manufacturers in different states in the Southeast.  Excessive slippage was found in both the top and bottom of the cross-section of the piles, although the top portion of the cross-section generally exhibited higher initial slip.  This leads to the conclusion that the problem is considerably more widespread and systematic than what was originally reported. Several preventive measures can be adopted to reduce the excessive strand slippage observed.  These preventive measures include:  a) use of higher strength concrete, b) gradual release of prestress, with an optimal release sequence, c) assess the condition of the strands prior to installation to insure lack of contamination by oils, d) proper concrete mix design to reduce the "Top Bar Effects", e) use of minimum vibration to insure consolidation.  The strand slippage measured at the three prestressed plants in the Southeast is considerably higher than the allowable slippage and is expected to have deleterious effects on the pile performance.  If the strand slip theory is adopted, the strand development length increases substantially due to the excessive strand slippage.  The ultimate strength of the pile is reduced in the development length region making the safety of the pile questionable.  Protection against cracking is very important for the installation and durability of prestressed piles.  However, for piles that exhibit excessive and eccentric slippage, cracking is possible during lifting, transportation, and installation.  Such results suggest that the strand slippage measurements must be made mandatory for all pile manufacturers.  Piles that exhibit strand slippage more that the allowable should be rejected.]]></description>
      <pubDate>Fri, 06 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460860</guid>
    </item>
    <item>
      <title>DESIGN AND PERFORMANCE EVALUATION OF THE CEMENT-DOWEL METHOD OF SPLICING PRESTRESSED CONCRETE PILES</title>
      <link>https://trid.trb.org/View/460427</link>
      <description><![CDATA[In the design of deep foundations, pile lengths necessary to provide adequate capacity may be underestimated. In such a case, an addition or lengthening of the pile is required.  If steel piles are being used, welding of additional sections is common practice.  However, with prestressed concrete piling, the solution is neither common nor standardized.  At present, the Alabama Department of Transportation does not specify a method of splicing prestressed concrete piles.  In order to develop an effective working splice, several conditions have to be met. First, the spice has to be fabricated under field conditions with the piles receiving no prefabrication in the prestressing plant. Secondly, the splice should be able to withstand driving stresses, including both tensile and compressive stresses, a short time after fabrication of the splice.  And finally, the spliced section, as it will be relied on for structural support, should exhibit equal or greater moment capacity as that of an unspliced pile.  To design a splice that meets the aforementioned requirements, a survey of present practice was conducted by the authors.  With that information and the findings of a previous research project, a trial splice was designed.  Then prestressed concrete piles were constructed.  Finally, the spliced moment capacity of the piles were compared to that of an unspliced section. The cement-dowel splice proved to be an effective method for structurally joining prestressed precast concrete pile sections.]]></description>
      <pubDate>Fri, 16 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460427</guid>
    </item>
    <item>
      <title>PRECAST PRESTRESSED CONCRETE PILES: INTEGRAL ABUTMENT BRIDGES. PHASE 2: FIELD STUDIES</title>
      <link>https://trid.trb.org/View/460406</link>
      <description><![CDATA[The purpose of this phase of the research described in this report was to study the behavior of two prestressed concrete piles in an integral abutment bridge which undergo horizontal movements due to superstructure temperature changes.  The site was chosen to represent a typical grade separation structure in eastern Nebraska for which no information on the response of horizontally displaced piles was available.  Piles were installed in predrilled holes in the approach fill.  The void space around the piles was backfilled with loose sand.  Before abutment construction, horizontal load tests were conducted to develop field p-y curves.  After construction, observations were made on taped changes in bridge deck length as well as horizontal deflections of the piles by means of inclinometer profiles.  Observations and analysis indicate that an iterative procedure can be used to estimate horizontal loads and moments induced in fixed-head piles resulting from horizontal displacements within the range of ambient temperatures recorded.]]></description>
      <pubDate>Wed, 14 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460406</guid>
    </item>
    <item>
      <title>PRESTRESSED CONCRETE PILES IN JOINTLESS BRIDGES</title>
      <link>https://trid.trb.org/View/459015</link>
      <description><![CDATA[The purpose of this investigation is to determine the feasibility of using precast, prestressed concrete piles in jointless bridges and to develop design criteria and pile-abutment joint details that can be used in practice.  This phase of the project comprised an experimental and analytical study of load-deflection behavior of HP 10-42 and 12x12 in. (305x305 mm) precast, prestressed piles, and a computer analysis of the pile-soil interaction.  The test results show that the proposed joint would allow the use of concrete piles in integral abutment bridges of lengths comparable to those with steel piles.  A field investigation to study the performance of two prestressed concrete piles in a full-scale integral abutment bridge is currently being carried out.]]></description>
      <pubDate>Sun, 26 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459015</guid>
    </item>
    <item>
      <title>APPLICATION OF PRECAST, PRESTRESSED CONCRETE PILES IN INTEGRAL ABUTMENT BRIDGES</title>
      <link>https://trid.trb.org/View/450961</link>
      <description><![CDATA[In jointless integral abutment bridge superstructures, thermally induced movements must be absorbed by the abutments, which in most cases are supported on piles.  Most states in the United States use steel piles in their integral abutment bridges. Research was undertaken to compare the flexibility of steel and concrete piles to determine whether concrete piles may be used in integral abutment bridges and, if not, to modify the pile abutment joint detail currently used with steel piles for possible use with concrete piles.  Load-deflection tests on one steel and two concrete piles were conducted to evaluate and compare their stiffnesses.  The computer program LPILE was used to analyze both concrete and steel piles in various types of soil.  The results of the analysis and tests showed that concrete piles have limited flexibility for lateral loads with current pile abutment details; therefore, they can be used only in short span integral abutment bridges.  For concrete piles, a new pile abutment joint was investigated.  The joint consists of a neoprene bearing pad with a Teflon layer.  It allows for controlled movement or rotation of the pile relative to the abutment, or both.  Laboratory tests were conducted to study the behavior of the proposed joint under axial and lateral loads. The test results showed that the proposed joint would allow the use of concrete piles in integral abutment bridges of lengths comparable to those with steel piles.]]></description>
      <pubDate>Wed, 06 Sep 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/450961</guid>
    </item>
    <item>
      <title>CONSTRUCTION PRACTICES FOR PLACING 48-INCH PRECAST, PRESTRESSED CONCRETE PILING IN DEEP WATER</title>
      <link>https://trid.trb.org/View/102689</link>
      <description><![CDATA[THE PROPOSAL TO CONSTRUCT A STRUCTURE ACROSS MORE THAN A MILE OF OPEN WATER UP-TO 80 FT DEEP WAS THE BEGINNING OF AN EXTENSIVE ENGINEERING ECONOMIC ANALYSIS TO DETERMINE THE TYPE AND LENGTH OF STRUCTURE TO FIT THE SITE. A COMPOSITE I-BEAM STRUCTURE 5655.5 FT. LONG SUPPORTED ON A DRIVEN PILE BENT WAS CHOSEN. THE PILE BENTS CONSISTED OF EITHER 8 OR 12 PILES, WITH EACH PILE 48 IN. IN DIAMETER. EACH OF THE 276 PILES WOULD BE A PRESTRESSED, PRECAST CONCRETE CYLINDER PILES. SOIL BORINGS INDICATED THE LENGTH WOULD VARY FROM 25 TO 176 FT. TO WITHSTAND HANDLING AND DRIVING, THE WALL THICKNESS WOULD BE 5 IN. WITH SPIRAL REINFORCING, STRESSING TENDONS AND 8 NO. 4 BARS. EACH OF THE SIXTEEN 7/16-IN. DIAMETER PRESTRESSING CABLES WAS TENSIONED TO STRESS THE 7000-PSI CONCRETE TO 1100 PSI. DRIVING SPECIFICATIONS REQUIRED THE PILING TO BE SEATED WITH 50 BLOWS PER INCH BY A 60,000 FT-LB HAMMER IN NIOBRARA CHALK. THE CONTRACTOR ELECTED TO CAST THE PILING AT THE SITE. THE FIRST METHOD OF PILE PLACEMENT USED A THREE-FINGER JET TO PLACE THE PILING NEAR CHALK AND A HAMMER TO DRIVE THE PILE INTO CHALK. THIS METHOD PROVED INEFFECTIVE, AND SUBSEQUENTLY A SINGLE JET WAS ATTACHED TO THE PILE AND THE PILE JETTED AND DRIVEN SIMULTANEOUSLY WITH THE FINAL SEATING FOR BEARINGS AFTER REMOVAL OF THE JETS. AFTER EACH BENT WAS DRIVEN THE PILES WERE BACKFILLED WITH SAND, CLASS C AND CLASS A CONCRETE. SOME OF THE PILES WERE DRIVEN A TOTAL OF 7000 BLOWS. AFTER THE BENTS WERE COMPLETED, CRACKS WERE OBSERVED IN THE PILING IN JANUARY 1964. INSPECTION REVEALED 52 PILES THAT WOULD REQUIRE REPAIR. THE DAMAGED PILES WERE OPENED UP, CLEANED AND BACK-FILLED WITH DRY-PACK CONCRETE, AND A STEEL REINFORCING SHELL WAS EPOXIED AND BOLTED INTO PLACE. SUCCESSFUL USE OF THESE PILES REQUIRE A KNOWLEDGE OF THE LENGTH TO CAST EACH PILE AND AN ACCURATE BEARING ESTIMATION. DURING CONSTRUCTION, PROPER SUPERVISION MUST BE EXERCISED TO INSURE A SOUND PILE. /AUTHOR/]]></description>
      <pubDate>Thu, 22 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102689</guid>
    </item>
    <item>
      <title>PRELIMINARY INVESTIGATION OF HAULING STRESSES IN PRESTRESSED CONCRETE PILES</title>
      <link>https://trid.trb.org/View/101992</link>
      <description><![CDATA[SINCE THE OVERALL STUDY INVOLVES TENSILE STRESSES DURING DRIVING OF PRESTRESSED CONCRETE PILES, AND THE AVAILABLE TENXILE CAPACITY MAY BE LOWERED IF THE PILE IS INITIALLY CRACKED DURING HANDLING OR HAULING, A LIMITED STUDY WAS INITIATED TO EXPLORE THE FEASIBILITY OF PREDICTING DYNAMIC TENSILE STRESSES INDUCED BY HAULING. A MATHEMATICAL MODEL WAS ESTABLISHED TO SIMULATE THE PILE AND HAUL TRAILER AND EXPERIMENTAL VALUES WERE OBTAINED FROM LIMITED TESTS WITH ONE PILE. FAIR CORRELATION OF EXPERIMENTAL AND ANALYTICAL DATA WAS ATTAINED INDICATING THAT FURTHER REFINEMENT AND MODIFICATION COULD PRODUCE AN EXACT MATHEMATICAL MODEL. /BPR/]]></description>
      <pubDate>Sun, 05 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101992</guid>
    </item>
    <item>
      <title>STABILITY OF SLENDER PRESTRESSED CONCRETE PILING</title>
      <link>https://trid.trb.org/View/103056</link>
      <description><![CDATA[A THEORETICAL ANALYSIS OF THE STRESSES AND DISPLACEMENTS WHICH MAY ARRIVE DURING THE INITIAL DRIVING STAGES OF PRESTRESSED CONCRETE PILING IS DEVELOPED. THE EQUATIONS OF MOTION INCLUDE THE EFFECTS OF LARGE DISPLACEMENTS AND NEGLECT THE EFFECTS OF ROTARY INERTIA AND SHEAR STROMS. THE BOUNDARY CONDITIONS AT THE TWO ENDS ARE SIMULATED WITH A LINEAR SPRING AT THE TIP, AND A FORCE-TIME RELATIONSHIP DEVELOPED FROM A RIGID MASS STRIKING THE END OF THE MEMBER. THE THEORETICAL SOLUTION WAS APPLIED TO MODELS WHICH WERE TESTED IN THE LABORATORY. COMPARISON OF THE MODEL TEST RESULTS AND THEORETICAL ANALYSES OF THE TESTED MEMBERS IS PRESENTED, ALONG WITH THE THEORETICAL ANALYSIS OF FULL-SIZED STRUCTURAL ELEMENTS. /AUTHOR/]]></description>
      <pubDate>Thu, 02 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103056</guid>
    </item>
  </channel>
</rss>