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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>SCOUR AROUND BRIDGE PIERS IN OKLAHOMA STREAMS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/275362</link>
      <description><![CDATA[This study consisted of a hydrographic survey and determined maximum scour around the piers at eighteen selected bridges on the Cimarron, Arkansas, and Caney Rivers.  The survey was performed soon after the 50- to 100-year-frequency flood in October, 1986.  It was determined from the survey that maximum scour varied from 0.60 to 18 feet with depth of flow ranging between 0.75 to 25 feet.  Visual inspection and measuement showed that a sandy river bed and clayey river bed in the three streams seemed to affect scour depth. Also, heavy damages occurred in overflow structures in flood plains rather than at piers in the main stream.  Because design criteria for scour depths at piers are based mostly on laboratory work and because some bridges designed according to these criteria have failed, it is recommended that this study be extended to collect field data on the maximum scour at selected bridges over a four-year period. Field data will be collected four times a year for various high and low flow conditions.  Laboratory and field data are to be analyzed and used to produce design criteria so that damages to bridge piers are minimized.  Further laboratory and field data will be generated for different river-bed soils (sand, silt and clay) and for varying hydraulic conditions.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:37:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/275362</guid>
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    <item>
      <title>HIGHWAY RIDES ON RIVERBED GRAVEL</title>
      <link>https://trid.trb.org/View/121848</link>
      <description><![CDATA[THE HENDRICKSON BROS. ARE BUILDING ROUTE 81 THROUGH MARATHON, NEW YORK. AMONG THE DIFFICULTIES ENCOUNTERED DURING CONSTRUCTION WAS THE RELATIVELY UNSTABLE NATURE OF THE NATURAL MATERIALS ON THE SITE. SPRING RAINS EARLIER IN THE YEAR REQUIRED ADDITIONAL WORK TO BE DONE IN AREAS FILLED LAST FALL. THE GRAVEL PITS NEAR THE SITE YIELDED A GRAVEL WITH TOO MUCH PLASTICITY, WHICH NECESSITATED DRAG-LINE WORKING THE RIVER BOTTOM. ONLY FROM THIS SOURCE COULD A SUPPLY OF GOOD GRAVEL BE OBTAINED. PROBLEMS WITH UNSTABLE SOIL OCCURRED PARTICULARLY AT THOSE POINTS WHERE A CUT AND FILL MEET. THE WATER ABSORPTIVE SOIL REQUIRED WORK TO BRING IT TO USEABLE CONDITION. AN EXTENSIVE NETWORK OF UNDERGROUND DRAINS HAD TO BE INSTALLED ALONG THE LAST HALF MILE AT THE NORTHERN END OF THE JOB BECAUSE THE LAND THERE WAS QUITE SWAMPY.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:41:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/121848</guid>
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    <item>
      <title>SEDIMENT TRANSPORT IN RIVERS. VOLUME 1. 1964-DECEMBER, 1977 (A BIBLIOGRAPHY WITH ABSTRACTS)</title>
      <link>https://trid.trb.org/View/150382</link>
      <description><![CDATA[The bibliography cites research coverng all aspects of river sediment transport: Sediment transport studies concerned in the stream erosion, scouring, particle size, water quality, flow rate, river mouth processes, and streambed degradation. Research dealing exclusively with lakes and reservoirs is excluded. none of which are new entries to the previous edition.)]]></description>
      <pubDate>Tue, 07 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150382</guid>
    </item>
    <item>
      <title>SEDIMENT TRANSPORT IN RIVERS. VOLUME 2. 1978-DECEMBER, 1979 (A BIBLIOGRAPHY WITH ABSTRACTS)</title>
      <link>https://trid.trb.org/View/150383</link>
      <description><![CDATA[The bibliography cites research covering many aspects of river sediment transport: Sediment transport studies concerned in the stream erosion, scouring, particle size, water quality, flow rate, river mouth processes, and streambed degradation. Research dealing exclusively with lakes and reservoirs is excluded. (This updated bibliography contains 59 abstracts, 30 of which are new entries to the previous edition.)]]></description>
      <pubDate>Tue, 07 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150383</guid>
    </item>
    <item>
      <title>YELLOWSTONE CONQUERED, FINALLY</title>
      <link>https://trid.trb.org/View/542265</link>
      <description><![CDATA[This article describes the repair of a highway bridge that crosses the Yellowstone River in Montana. In early March 1998, the Montana Department of Transportation discovered that successive 100-year floods in 1996 and 1997 had severely scoured the footing and riverbed under one of four piers supporting a two-lane, 285-ft-long, 26-ft-wide bridge.]]></description>
      <pubDate>Thu, 17 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542265</guid>
    </item>
    <item>
      <title>ON TIME? DON'T EVEN ASK--THIS PROJECT IS FOR THE AGES</title>
      <link>https://trid.trb.org/View/541241</link>
      <description><![CDATA[More than 100 years after it began, a program to stabilize the Mississippi River is still not complete, but the Army Corps of Engineers is aiming to finish the job before this century ends. The program fights the river's historic tendency to meander by laying 140-ft (43-m) wide articulated concrete mattresses 400-600 ft (122-183 m) long and overlapped like roof shingles at vulnerable points in the river's course, such as the outside of river bends.  The mattresses are composed of precast, 2,500-psi (17,237,500 Pa) reinforced concrete blocks 4 ft (1.2 m) long, 1.5 ft (0.5 m) wide, and 3 in (7.6 cm) thick.  The program began about 1890, using mats of woven willows weighted down by rocks to brace the riverbed against the powerful current.  The system of concrete mattresses was developed in 1917.]]></description>
      <pubDate>Tue, 17 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541241</guid>
    </item>
    <item>
      <title>RIVER WIDTH ADJUSTMENT. I: PROCESSES AND MECHANISMS</title>
      <link>https://trid.trb.org/View/539848</link>
      <description><![CDATA[In 1993, a Task Committee (TC) of the American Society of Civil Engineers (ASCE) was established to study the hydraulics, bank mechanics, and modeling of width adjustment in alluvial channels. The work of the TC in reviewing width adjustment processes and mechanisms is reported in this paper.  A companion paper presents the findings of the TC with regard to width adjustment modeling. This paper first establishes the geomorphic context within which width adjustments occur, and it demonstrates that width adjustment may take place over a wide range of scales in time and space.  In the past, engineering analyses of channel width have tended to concentrate on prediction of the equilibrium width for stable channels.  Most commonly the regime, extremal hypothesis, and rational (mechanistic) approaches are used, and these are reviewed in this paper.  More recently, attention has switched to channels that are adjusting their morphology either because of natural instability or in response to changes in watershed land use, river regulation, or channel engineering.  Characterizing and explaining the time-dependent behavior of width in such channels requires an understanding of the fluvial hydraulics of unstable channels, especially in the near-bank regions.  Existing knowledge is reviewed, useful engineering tools are presented, and gaps requiring further field and laboratory research are identified.  Finally, this paper considers the mechanics of bank retreat caused by flow erosion and mass failure under gravity, and bank advance caused by sedimentation and berm building.  It is demonstrated that, while rapid progress is being made, most existing analyses of bank mechanics are still at the stage of being research tools that are not yet suitable for design applications.  This paper ends with a series of conclusions and recommendations that synthesize the findings of the TC.]]></description>
      <pubDate>Mon, 12 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539848</guid>
    </item>
    <item>
      <title>RECENT PROGRESS IN RIVER ICE ENGINEERING RESEARCH AT CRREL</title>
      <link>https://trid.trb.org/View/539790</link>
      <description><![CDATA[This paper reviews and summarizes the results of the research and development efforts in river ice engineering conducted at the U.S. Army Cold Regions Research and Engineering Laboratory (CRREL) over the past decade and their applications to the Civil Works mission of the U.S. Army Corps of Engineers.  Topics covered include winter operation of navigation projects on the major northern U.S. waterways; river ice processes, namely ice transport and accumulation; ice jam documentation, prediction, and mitigation; and bed and bank erosion caused by ice.  The paper concludes with a brief discussion of future challenges and areas of needed research in river ice engineering.]]></description>
      <pubDate>Tue, 06 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539790</guid>
    </item>
    <item>
      <title>HYDRAULIC MODELING OF BED LOAD TRANSPORT IN GRAVEL-BED LABA RIVER</title>
      <link>https://trid.trb.org/View/635903</link>
      <description><![CDATA[On the basis of a field study of a piedmont braided reach of the gravel-bed Laba River, in the northern Caucasus, Russia, an undistorted 1:50 scale mobile bed hydraulic model was constructed in an outdoor experimental plot of the State Hydrological Institute, St. Petersburg, Russia.  Channel and hydraulic regimes of the Laba River were studied in this model.  Attention was paid to the regime of bed load transport and its relation to the hydraulic characteristics of the flow.  The same problems were investigated in a 100-m long, 1-m wide flume with glass walls also located at the State Hydrological Institute, and in an 18-m long, 2.46-m wide steel tilting flume at HR Wallingford Ltd., United Kingdom.  Quantitative characteristics of bed load transport were obtained from the laboratory experiments and compared with the field data.  Proximity of the field and scaled up laboratory data demonstrates that the processes of bed load transport of gravel-bed rivers can be faithfully reproduced in small-scale models and flumes.]]></description>
      <pubDate>Sun, 27 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635903</guid>
    </item>
    <item>
      <title>LOCAL SCOUR AT PILED BRIDGE FOUNDATIONS. TECHNICAL NOTE</title>
      <link>https://trid.trb.org/View/485944</link>
      <description><![CDATA[An experimental study of local scour around rectangular bridge piers founded on two circular cylindrical piles, where the piles are exposed as a result of scouring, is presented.  The problem is the interaction of two widths (pier and piles) if the interface is set at different elevations with respect to the bed. Clear water tests were made with a velocity close to the threshold of movement for the uniform sand used.  From the analysis of the test results, a width-weighting method is suggested so that the closer to the bed the base of the pier is, the greater the influence on the scour.  This method has proven to give good predictions for the local scour at piled bridge piers.]]></description>
      <pubDate>Fri, 08 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485944</guid>
    </item>
    <item>
      <title>GEOMORPHIC APPROACHES FOR EVALUATING BRIDGE SCOUR: CASE STUDIES FROM NORTH FLORIDA</title>
      <link>https://trid.trb.org/View/473230</link>
      <description><![CDATA[Geomorphologists and engineers have different perspectives and approaches for examining river channels and the changes that occur during floods.  The field oriented approach typically adopted by geomorphologists has little predictive ability and design usefulness.  In contrast, the empirical approach adopted by engineers is based on predictive equations or models that often differ greatly from reality.  This is because such equations have not been based on comprehensive field data and often fail to consider a number of site conditions, especially geology and geomorphology.  In order for geomorphic techniques to be useful to the design and planning of engineering structures such as bridges, it is important that there be sufficient observations to characterize long-term and short-term changes in bottom topography and scour potential.  Secondary data sources may be of possible benefit to engineers interested in integrating field data into empirical and theoretical equations.  Historical data collected by the U.S. Geological Survey was the primary source of data for this study.  Several gaging stations at bridge crossings were examined on a number of rivers in north Florida, where bed materials included both clastic sediments and carbonate rocks.  First, the geology of cross sections where data were available was examined.  Then, temporal variability in thalweg elevation was assessed, separating data by bridge and transect location.  Specific approaches included constructing time series, examining relationships of thalweg elevation with discharge, and preparing box plots showing the variability of thalweg elevation.  Also, the geomorphic response to floods at bridge cross sections was also examined from an event-based perspective.  Changes ere compared before, during, and after a flood of particularly large magnitude, based in part on the assumption that large events produce the most geomorphic change.  Results show that river cross sections with carbonate bottom materials show less than 1 m variability in thalweg elevation.  Cross sections comprised of carbonate sediments with a sandy veneer show somewhat more variability, generally less than 2 m.  Cross sections in clastic sediments show the most change, with some locations showing more than 6 m variability over the period of record.  Abrupt downward and upward steps occur when measurements are taken from a new bridge or different transect.  These approaches provide information on site conditions not fully considered in engineering equations, such as response of bottom materials. Because thalweg elevation reflects the bottom stability of a particular cross section, results can be applied to design the length and depth placement of pilings.  These results also provide scientific knowledge regarding the behavior of multiple channel systems, overbank flow, and river bottoms in karst terrain.  Results have potential benefits to public safety and cost effectiveness.]]></description>
      <pubDate>Mon, 16 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/473230</guid>
    </item>
    <item>
      <title>TOE-SCOUR ESTIMATION IN STABILIZED BENDWAYS. DISCUSSION AND CLOSURE</title>
      <link>https://trid.trb.org/View/474806</link>
      <description><![CDATA[A discussion of a paper with the aforementioned title by S.T. Maynard, published in this journal (Volume 122, Number 8, August 1996), is presented.  The discussion contends that the author's approach and statements ignore basic knowledge and experience with scour and deposition in alluvial river bends and cannot be taken as a basis for planning and design of bank toe protection. Discussion is followed by closure for the author.]]></description>
      <pubDate>Wed, 03 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474806</guid>
    </item>
    <item>
      <title>TRENCHLESS TECHNOLOGY PROTECTS WETLANDS HABITAT</title>
      <link>https://trid.trb.org/View/481710</link>
      <description><![CDATA[This article describes the way in which trenchless (or "no-dig") technology was used to install pipeline under the San Luis Rey River in Bonsall, California. For the river crossing, this method of pipeline construction was faster, more efficient, and less disruptive than conventional methods because it did not require stream bed modifications, dewatering, or dredging of the river.]]></description>
      <pubDate>Tue, 25 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481710</guid>
    </item>
    <item>
      <title>TOE-SCOUR ESTIMATION IN STABILIZED BENDWAYS. TECHNICAL NOTE</title>
      <link>https://trid.trb.org/View/469781</link>
      <description><![CDATA[Minimum bed elevation in stabilized river bends is required in the design of bank protection.  The author of this technical note identifies two empirical methods for scour-depth estimation that are consistent with available resources on a typical bank-protection project.  The observed data used here was well suited to the 1990 empirical method by Watanabe, Hasegawa, and Houjyou.  The author develops and presents an empirical scour-depth estimation method with a safety factor.  Application of the method to overbank flow conditions should be limited to overbank depth less than 20 percent of main-channel depth.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469781</guid>
    </item>
    <item>
      <title>ARMOR-LIMITED CLEAR-WATER CONTRACTION SCOUR AT BRIDGES</title>
      <link>https://trid.trb.org/View/425918</link>
      <description><![CDATA[The author presents a simplified model of streambed armoring to extend Laursen's well-known equation to include the limiting effects of a coarse surface layer when calculating clear-water contraction scour at bridges.  An empirical relation for selective entrainment of gravel from naturally sorted riverbed material is employed to estimate the smallest nontransportable particle in the armor layer.  Evidence suggests that when the smallest nontransportable particle approaches the largest-sized particles in the bed-material mixture, the armor layer will be unstable and particles of all sizes will be nearly equally mobile.  If, however, the armor layer is stable, clear-water contraction-scour depth estimates might be significantly less than for nonarmored conditions.  To compute armor-limited contraction-scour depths, two equations must be solved simultaneously, one for the depth of the active layer provided by the armor layer model and one for depth of clear-water scour in a long constriction.  The simple calculation will be valuable in evaluating clear-water contraction scour at flow relief bridges crossing floodplains composed of well-graded alluvial till where a coarse protective surface layer is likely to form.]]></description>
      <pubDate>Tue, 13 Jun 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425918</guid>
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