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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>PIEZOMETERS MONITOR WATERFRONT FILL</title>
      <link>https://trid.trb.org/View/121138</link>
      <description><![CDATA[ACCURATE DETERMINATION OF PORE PRESSURE IN THE UNDERLYING SILT WAS NECESSARY TO VERIFY CONTINUED STABILITY AS YARD FILL WAS PLACED. A NEW TYPE OF PIEZOMETER PROVIDED RELIABLE PORE PRESSURE READINGS WITH NEGLIGIBLE TIME LAG. THE PIEZOMETER USES AIR UNDER PRESSURE TO CLOSE A HYDRAULIC BALANCE SYSTEM. THE SYSTEM IS ACTIVATED FROM A PORTABLE CONTROL CASE. THE SIMPLE CONSTRUCTION OF THE PIEZOMETER AND CONTROL BOX PROVIDED THE DURABILITY TO WITHSTAND EXTREME FIELD CONDITIONS. TESTS AND FIELD INSTALLATIONS HAVE PROVED ITS RELIABILITY AND VALUE. /ASCE/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:38:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/121138</guid>
    </item>
    <item>
      <title>SEDIMENT TRANSPORT IN A COASTAL PLAIN ESTUARY</title>
      <link>https://trid.trb.org/View/103854</link>
      <description><![CDATA[OBSERVATIONS OF NET FLOW AND SUSPENDED SEDIMENT WERE MADE IN THE RAPPAHANNOCK ESTUARY, VIRGINIA, TO DELINEATE PATTERNS OF TRANSPORT THAT LEAD TO PARTIAL ENTRAPMENT OF SEDIMENT IN THE MIDDLE ESTUARY. THE ESTUARY IS CHARACTERISTIC OF THE PARTLY MIXED TYPE. ITS MAIN CHANNEL IS BORDERED BY EXTENSIVE SUBMERGED SHOALS. RIVER-BORNE SEDIMENTS ARE FLUSHED DOWNSTREAM THROUGH THE UPPER ESTUARY MAINLY OVER THE SHOALS. IN THE MIDDLE ESTUARY, SEDIMENT IS PARTLY ENTRAPPED ON THE NORTH SHOALS OR DEPOSITED ON THE BASIN FLOOR. ANOTHER PART IS REDISTRIBUTED HEADWARD IN THE CHANNEL ALONG WITH ESTUARINE PRODUCED ORGANIC CONSTITUENTS. UPSTREAM TRANSPORT BY DENSITY CURRENTS IS AUGMENTED BY ALTERNATING TIDAL FLOW THAT FAVORS DIFFERENTIAL SETTLING AND SELECTIVE TRANSPORT OF COARSE-GRAINED PARTICLES. NEAR THE HEAD, RAPID ADVECTIVE MIXING AND MODERATE TIDAL TURBULENCE ACT TO DETER DEPOSITION AND RECIRCULATE SEDIMENT DOWNSTREAM OVER THE SHOALS. ENGINEERING MEASURES IN SIMILAR SYSTEMS SHOULD BE PLANNED TO TAKE ADVANTAGE OF NATURAL SELF-FLUSHING FEATURES. /ASCE/]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103854</guid>
    </item>
    <item>
      <title>PROCEEDINGS OF THE ANNUAL DREDGING SEMINAR (25TH) 'CELEBRATING A QUARTER OF A CENTURY OF SERVICE' (1967-1992). HELD IN MOBILE, ALABAMA ON MAY 26-27, 1992</title>
      <link>https://trid.trb.org/View/406069</link>
      <description><![CDATA[Contents: Comparative Assessment of DGPS Versus Microwave Ranging Positioning for Bathymetric Real Time Surveying; A Single Point Mooring for Direct Pump-Out of Hopper Dredges; Promising Technologies for Managing Highly Contaminated Sediment; Cavitation Versus Pump Eye Speed; GEODREDG (GEOtechnical factors in DREDGing): A Knowledge Based Expert System; Application of the 1991 Ocean Disposal Testing Manual in the Southeast: A Continuing Process; Behavior of Clay Balls in a Dredge Pipeline; Using Vertical Strip Drains to Increase Storage Capacity of Craney Island Dredged Material Management Area.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406069</guid>
    </item>
    <item>
      <title>BRIDGES OVER THE NAVIGABLE WATERS OF THE UNITED STATES. PART 3. GREAT LAKES</title>
      <link>https://trid.trb.org/View/406158</link>
      <description><![CDATA[The publication is a directory of bridges across the navigable waters of the Great Lakes Region of the United States. Among the types of data included for each bridge are the location, name of owner and navigation clearances. This information is intended for administrative use and not as a guide for mariners.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406158</guid>
    </item>
    <item>
      <title>LIABILITY FOR DRAINAGE DAMAGE</title>
      <link>https://trid.trb.org/View/133640</link>
      <description><![CDATA[A GENERAL REVIEW IS PRESENTED OF THE LIABILITY OF STATE HIGHWAY DEPARTMENTS FOR DRAINAGE CLAIMS. THE BASIS OF STATE HIGHWAY DEPARTMENTS' DUTY AS TO DRAINAGE MAY COME FROM FEDERAL AND STATE CONSTITUTIONS, STATUTE LAW OR CASE LAW. A DETERMINATION OF THE NATURE OF THE DRAINAGE INVOLVED IS GENERALLY BASIC TO FINDING THE CORRECT LEGAL PRINCIPLE APPLICABLE. A HIGHWAY DEPARTMENT'S DRAINAGE PROBELMS WILL INVOLVE ONE OF THE FOLLOWING FIVE CLASSIFICATIONS OF WATERS: (1) NATURAL WATERCOURSE, (2) ARTIFICIAL WATERCOURSE, (3) SURFACE WATERS, (4) FLOOD WATERS, AND (5) SUBTERRANEAN WATERS, SPRINGS OR WELLS. THE MAJOR HIGHWAY DRAINAGE AND LEGAL PROBLEMS MAY COME FROM DIVERSION, COLLECTION OF WATERS, ACCELERATION AND INCREASE OF WATER RUNOFF, AND DRAINAGE STRUCTURE SIZE. COURTS DO NOT GENERALLY DISAPPROVE OF DIVERSION OF WATER IN HIGHWAY ENGINEERING WHERE THE WATERS THAT ARE TAKEN OUT OF THEIR NATURAL COURSE ARE LATER RETURNED TO SUCH COURSE WITHOUT MATERIAL INJURY TO ABUTTING LANDOWNERS. THE DRAINAGE PROBLEMS GENERALLY ENCOUNTERED IN IOWA HAVE COME FROM FOUR OF THE FOLLOWING FIVE TYPES OF LOCATION: (1) LEVEL LAND WITH POOR NATURAL DRAINAGE, (2) RIVER OR FLOOD BOTTOM LANDS, (3) SUBURBAN AND EXURBAN AREAS, (4) AREAS CONDUCIVE TO HIGH-VOLUME FLASH FLOODS, AND (5) AREAS CONDUCIVE TO EXCESSIVE SILTING. IN THOSE AREAS WHERE THERE ARE PRONOUNCED WATERCOURSES OR DRAINWAYS, FEW DRAINAGE PROBLEMS APPEAR. IN IOWA, THE DOCTRINE OF SOVEREIGN IMMUNITY FROM TORTS REMAINS STRONG. HOWEVER, THE DOCTRINE OF STATE IMMUNITY FROM TORT ACTION IS BEING WEAKENED EITHER BY LEGISLATIVE ACTION OR BY COURT RULINGS BASED ON CONSTITUTIONAL ARGUMENTS IN MANY STATES. IN THOSE STATES THAT HAVE RECOGNIZED AN ACTION FOR INVERSE CONDEMNATION IT IS PROBABLE THAT THE LANDOWNER WILL RECOVER IN MANY ACTIONS WHICH FORMERLY WOULD HAVE BEEN CONSIDERED PURELY A TORT. THE STATUTE OF LIMITATIONS ON DRAINAGE MATTERS AND THE NATURE OF LANDOWNER'S REMEDIES AGAINST HIGHWAY AUTHORITY FOR TEMPORARY OF PERMANENT DRAINAGE INJURY ARE DISCUSSED. HIGHWAY DRAINAGE LAW PRACTICE AND PROCEDURE ARE DESCRIBED. DISCOVERY PROCEEDINGS OF VARIOUS SORTS, INCLUDING ORAL DEPOSITIONS, SEEM TO BE BASIC TO ADEQUATE PREPARATION TO MEET THE EXACT LITIGATION CLAIM OF THE LANDOWNERS AND THEIR ALLEGED PROOF. EXISTING PLANS, INCLUDING THE CROSS-SECTION SHEETS, AND PERHAPS PLANS FOR SUCH HIGHWAY PRIOR TO ITS RECONSTRUCTION, WILL BE GENERALLY INDISPENSABLE.]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133640</guid>
    </item>
    <item>
      <title>COMPUTER SIMULATION OF UNSTEADY FLOWS IN WATERWAYS</title>
      <link>https://trid.trb.org/View/103873</link>
      <description><![CDATA[THE SET OF NONLINEAR, PARTIAL DIFF. EQUATIONS, DESCRIBING ONE-DIMENSIONAL TRANSLATORY WAVE MOTION PROVIDES THE MATHEMATICAL MODEL USED IN THE DEVELOPMENT OF THREE DISTINCTLY DIFFERENT TECHNIQUES FOR THE DIGITAL SIMULATION OF UNSTEADY FLOWS IN RIVERS AND ESTUARIES. THE FIRST TECHNIQUE IS BASED UPON POWER SERIES METHODS AND USES A MACLAURIN SERIES EXPANSION OF THE PARTIAL DIFFERENTIAL EQUATIONS. THE SECOND TECHNIQUE IS PREMISED UPON THE METHOD OF CHARACTERISTICS AND USES A NUMERICAL EVALUATION PROCESS AT SUCCESSIVE SPECIFIED TIME INTERVALS. THE THIRD SIMULATION TECHNIQUE RELIES UPON AN IMPLICIT METHOD OF FLOW SIMULATION WHEREIN THE PARTIAL DIFFERENTIAL EQUATIONS ARE TRANSFORMED TO FINITE DIFFERENCE EQUATIONS. THE EFFECTS OF FLUID FRICTION, VARIABLE CHANNEL GEOMETRY, WIND, LATERAL INFLOW OR OUTFLOW, THE CORIOLIS ACCELERATION, AS WELL AS OVERBANK STORAGE, ARE INCLUDED. FLOWS ARE CONSIDERED TO BE OF HOMOGENOUS DENSITY. EACH OF THE METHODS IS PROGRAMMED FOR HIGH SPEED DIGITAL COMPUTER. COMPARISONS OF THE SIMULATED FLOWS OBTAINED USING EACH OF THE SIMULATION TECHNIQUES WITH THE APPROPRIATE FIELD MEASURED TRANSIENT FLOWS INDICATE GENERALLY GOOD AGREEMENT /ASCE/]]></description>
      <pubDate>Fri, 16 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103873</guid>
    </item>
    <item>
      <title>ONE-DIMENSIONAL EQUATIONS OF OPEN-CHANNEL FLOW</title>
      <link>https://trid.trb.org/View/103897</link>
      <description><![CDATA[ONE-DIMENSIONAL EQUATIONS OF CONTINUITY, MOMENTUM, AND ENERGY FOR UNSTEADY, SPATIALLY VARIED FLOW IN A FIXED-BED OPEN CHANNEL OF ARBITRARY CONFIGURATION ARE DERIVED FROM THE POINT FORMS OF THE CORRESPONDING DYDRODYNAMIC EQUATIONS BY INTEGRATING THE LATTER OVER A DEFORMING REGION OF SPACE COMPRISING A SLICE OF DIFFERENTIAL THICKNESS ACROSS THE FLOW WITH A TOP ALWAYS COINCIDENT WITH THE FLUCTUATING WATER SURFACE. TO BRING THE EQUATIONS TO THE FORM OF SAINT VENANT IN FIXED AND ACCELERATING REFERENCE FRAMES, DEPARTURES FROM HYDROSTATIC PRESSURE CONDITIONS IN A CROSS SECTION DUE TO LATERAL ACCELERATION, VISCOUS DEFORMATION, AND TURBULENT REYNOLDS STRESSES ARE REPRODUCED EXACTLY, THE RATE OF ENERGY DISSIPATION IN A CROSS SECTION IS UNIQUELY RELATED TO WALL SHEAR OVER THE WETTED PERIMETER & THE TERM ACCOUNTING FOR LATERAL DISCHARGE DEPENDS UPON ITS NATURE. BULK OUTFLOW IS CONSIDERED. /ASCE/]]></description>
      <pubDate>Thu, 04 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103897</guid>
    </item>
    <item>
      <title>HOLLAND</title>
      <link>https://trid.trb.org/View/123699</link>
      <description><![CDATA[A NEW CONSTRUCTION CONCEPT WAS DEVELOPED PRIMARILY TO PROTECT CANALS AND OTHER WATER-WAYS FROM SCOUR AND EROSION. IT INVOLVES PLACING DOUBLE WALLED CLOTH MATTRESS MATERIAL OVER THE BANK OR OTHER AREA TO BE PROTECTED. THE TWO LAYERS OF CLOTH, PREFERABLY NYLON, ARE WOVEN TOGETHER EVERY SIX OR EIGHT INCHES AT TIE POINTS. MULTIPLE SECTIONS OF SUCH MATTRESS MAY BE JOINED TO COVER WIDE AREAS. WHEN PROPERLY POSITIONED AND SECURED, CEMENT MORTAR IS PUMPED INTO THE MATTRESS TO INFLATE IT SO IT RESEMBLES COBBLESTONE PAVING. THE SIZE OF THE COBBLES DEPENDS ON THE SPACING OF THE TACK POINTS. ONE SECTION IS PUMPED AT A TIME UNTIL THE SCHEME IS COMPLETED. THE SYSTEM CAN BE USED TO PAVE A STREAM BED BY STRETCHING THE MATERIAL FROM ONE BANK TO THE OTHER, EVEN WHERE STRONG CURRENTS EXIST. THIS DUTCH PROCESS IS BEING INTRODUCED INTO THE U. S. CONSTRUCTION INDUSTRY UNDER THE TRADE-MARK FABRIFORM. NEW APPLICATIONS SUCH AS PILE JACKETING, TUNNEL LINING, BEACH PROTECTION, SMALL DAM ENCASEMENT, ETC. ARE BEING TESTED OR STUDIED.]]></description>
      <pubDate>Tue, 05 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123699</guid>
    </item>
    <item>
      <title>FLUVIAL PROCESSES IN RIVER ENGINEERING</title>
      <link>https://trid.trb.org/View/387444</link>
      <description><![CDATA[This text collects and collates the significant recent advances in analytical methods for alluvial channel design, river morphology, and mathematical simulation of river channel changes. It is the first book to present a complete analytical treatment of river morphology and its responses to environmental and human-made changes from the engineering point of view. For professionals in flood control, bridge design, irrigation and waterways, this book is a current, comprehensive refresher and reference.]]></description>
      <pubDate>Tue, 14 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/387444</guid>
    </item>
    <item>
      <title>SEDIMENT TRANSPORT AND DIFFUSION: COLUMBIA ESTUARY AND ENTRANCE</title>
      <link>https://trid.trb.org/View/103855</link>
      <description><![CDATA[REVIEW OF PAST STUDIES AND INVESTIGATIONS, INCLUDING PROTOTYPE MEASUREMENTS AND HYDRAULIC MODEL TESTS; REVEAL SOME INDICATIONS OF SEDIMENT TRANSPORT AND DIFFUSION IN THE VICINITY OF THE COLUMBIA ESTUARY AND ENTRANCE. THESE INDICATIONS REVEAL A UNIQUE PATTERN OF SEDIMENT TRANSPORT AND DIFFUSION PREVAILING IN THIS REGION. THIS LEADS TO THE CONCLUSION THAT THE ESTUARY IS ACTING AS A TRAP FOR COLLECTION OF BOTTOM SEDIMENTS AND THAT, IMMEDIATELY OFFSHORE, THE FORCES OF EROSION AND ACCRETION HAVE ESTABLISHED A REGIME THAT IS ALSO WORTHY OF DETAILED FURTHER STUDY. /ASCE/]]></description>
      <pubDate>Sat, 08 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103855</guid>
    </item>
    <item>
      <title>BRIDGE MAINTENANCE INSPECTION AND EVALUATION. SECOND EDITION, REVISED AND EXPANDED</title>
      <link>https://trid.trb.org/View/369295</link>
      <description><![CDATA[This handbook is intended for the practicing engineer, the bridge inspector at work, the maintenance foreman, and the bridge owner.  The nature of evaluating bridge condition is systematically made clear against a thorough study of bridge types and their origins, elements, and failures.  It is organized as follows:  (1) Introduction; (2) Background; (3) Bridge Materials (timber, steel, concrete); (4) Mechanics; (5) Reporting System; (6) Superstructure Inspection; (7) Inspection of the Substructure; (8) Movable Bridges; (9) Services (signing, lighting, utilities); (10) Inspection Equipment; (11) Bridge Capacity Rating; (12) Computer-Aided Bridge Capacity Rating and Evaluation; (13) Waterways and Terrain; (14) Maintenance and Rehabilitation; and (15) Culverts.  The appendix contains Decision Guidelines for Condition Rating of Bridges.  An Index is provided.]]></description>
      <pubDate>Thu, 06 May 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369295</guid>
    </item>
    <item>
      <title>REGIONAL POLITICS IN PUBLIC WORKS PROJECTS: THE TENNESSEE-TOMBIGBEE WATERWAY</title>
      <link>https://trid.trb.org/View/353910</link>
      <description><![CDATA[This article describes this waterway, its funding and the physical characteristics it exhibits. Linking the Tennessee and Tombigbee Rivers was the largest single public works project and the most expensive ever attempted in the history of the U.S. Army Corps of Engineers. The project's feasibility and its timing came under public criticism and scrutiny, resulting in lengthy judication. In spite of serious obstacles, the project was completed in record time although controversy over the project's merit continues to this day. There is renewed hope that the existence of this waterway, by providing accessibility to the interior, will eventually open new opportunities for the region's economic development.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353910</guid>
    </item>
    <item>
      <title>FLOATABLE LITTER ENTERING WATERWAYS THROUGH STORM SEWERS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/349420</link>
      <description><![CDATA[Man-made floatable litter creates an immediate aesthetic problem when it discharges from storm sewers into surface water.  Floating litter also causes other problems along waterways, including navigational hazards and operational problems at water intakes.  This study examined aspects of the man-made floatable litter problem.  Field monitoring at watershed outlets measured typical quantities of litter generated by different land use types and rainfall intensities.  Litter was also collected from the Mississippi River after a rain storm to determine the major sources of litter in the Minneapolis-St. Paul area.  The study included a nationwide search for information on current practices for litter control.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/349420</guid>
    </item>
    <item>
      <title>CSO SOLUTIONS</title>
      <link>https://trid.trb.org/View/352285</link>
      <description><![CDATA[It is estimated that 1200 cities have nearly 20,000 combined sewer overflow points in areas serving more than 43 million people.  Their impact on waterways has become a national problem, yet only 328 cities have abatement plans. The 1972 Clean Water Act which addressed this problem is discussed, as well as the costs of solving the problem. The 1989 National Control Strategy for Combined Sewer Overflows requires states to create a statewide strategy for compliance with technology and water quality-based regulations.  The funding for CSO control programs is discussed, as well as specific CSO control programs.  These include Chicago's $4 billion Tunnel and Reservoir Plan; New York city programs; and the Washington, D.C. program. The technologies used in the programs are discussed and include 'swirl' technology, and improvements of it.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/352285</guid>
    </item>
    <item>
      <title>PHASE 1 STUDIES: IMPACTS OF COMMERCIAL NAVIGATION TRAFFIC ON FRESHWATER MUSSELS: A REVIEW</title>
      <link>https://trid.trb.org/View/305066</link>
      <description><![CDATA[Turbulence and wave wash from commercial navigation vessels can resuspend sediments, reverse river currents, and cause water drawdown.  These physical effects can stress or kill pelagic fish eggs and larvae, bottom-dwelling invertebrates such as freshwater mussels (Family: Unionidae), aquatic insect worms, and crustaceans.  Impacts of navigation traffic have been studied in the field and the laboratory. In field studies, investigators have measured wave height, drawdown, current reversals, and suspended sediment concentrations associated with passage of commercial vessels.  These data have been used to make judgements on the effects of traffic on naturally occurring populations and to construct predictive physical models.  Naturally occurring populations can be studied at sites affected by commercial traffic.  Test sites can be located close to the navigation lane, and control (or reference) sites can be located some distance away.  At each site, important biological parameters (individual condition, density, biomass, evidence of recent recruitment, species richness, or species diversity) can be determined for organisms of interest.  Changes in water velocity or suspended sediments can be measured before and after the passage.  These studies should be continued for several years to determine if commercial traffic is affecting the naturally occurring populations.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/305066</guid>
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