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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>Transport Research International Documentation (TRID)</title>
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      <title>Assessing the Effect of In-Situ Stress Conditions in Back-Analysis of Rock Mass Parameters of Tunnels Using Machine Learning Techniques</title>
      <link>https://trid.trb.org/View/2543878</link>
      <description><![CDATA[This document consists of the paper, Assessing the Effect of In-Situ Stress Conditions in Back-Analysis of Rock Mass Parameters of Tunnels Using Machine Learning Techniques, prepared for the 56th US Rock Mechanics/Geomechanics Symposium held in Santa Fe, New Mexico, USA, 26-29 June 2022, and Sharmin Sarna's 2023 thesis, Predicting Adverse Geology and Tunnel Responses Utilizing Tunnel-Ground Interaction Data with Machine Learning Techniques, submitted to the faculty and board of trustees at the Colorado School of Mines. The thesis research explores the development, use, and validation of machine learning for three distinct tunneling-related problems with difficult ground conditions utilizing field data and proposed predictive models developed by machine learning techniques. In the symposium paper, various machine learning (ML) techniques are evaluated, and the best approach is proposed for the back-analysis of tunnel response.]]></description>
      <pubDate>Wed, 21 May 2025 08:54:19 GMT</pubDate>
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    <item>
      <title>Type selection, structural calculation and construction of anchorage in Sichuan bank of Sichuan Kahalo Jinsha River Bridge</title>
      <link>https://trid.trb.org/View/2286411</link>
      <description><![CDATA[Sichuan Kahalo Jinsha River Bridge is a suspension bridge with a main span of 1030 m, and the anchorages on both sides are gravity anchorages. In order to adapt to special terrain and geological conditions, anchorage of Sichuan bank pioneered the use of frame structure as the anchorage foundation. The soil and the frame structure jointly bear the vertical load and resist the horizontal component of the main cable to form a "frame soil" community and fully mobilize the role of the undisturbed soil. In order to ensure the integrity of the frame structure, the indirect head of the slot section adopts a rigid joint. At the same time, the distributed grouting technology is used to strengthen the soil around the frame structure, so as to further improve the safety factor. This paper introduces the topography and geology of the anchorage position, compares and selects different anchorage foundation schemes, and explains in detail the design concept, structure size and construction technology of the frame foundation. The research shows that using frame structure as anchor foundation is not only reasonable, safe, good economy, but also environmentally friendly. It has solved the difficult problem of anchorage design under poor terrain and geological conditions, and will provide a good reference for the design of mountainous suspension bridges in similar condition.]]></description>
      <pubDate>Tue, 16 Jan 2024 09:03:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2286411</guid>
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      <title>What Could Go Wrong? Lessons Learned from Trenchless Installations</title>
      <link>https://trid.trb.org/View/2227796</link>
      <description><![CDATA[Trenchless construction methods are used frequently for areas where open cut is not feasible, such as crossings of railroads, major roadways, and bodies of water. These installations often deal with difficult ground conditions and nearby or overlying infrastructure. Even when general guidelines for project planning and design are followed, such as performing geotechnical borings or including minimum equipment capabilities in project specifications, issues can still arise during construction. This paper will review several recent trenchless projects that have experienced construction issues, including obstructions and rock, unstable soils or sinkholes, and other installation issues. A general overview of the trenchless methods used, including microtunneling and pilot tube auger boring, and regional geology will be presented, along with potential risks and construction considerations of these methods. Lessons learned from these projects for consideration in future trenchless projects will be presented.]]></description>
      <pubDate>Fri, 15 Dec 2023 08:50:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2227796</guid>
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    <item>
      <title>A Multi-Phased Approach to Rockfall Mitigation at Don Pedro Dam: Lessons Learned for Critical Facilities and Roadways</title>
      <link>https://trid.trb.org/View/2233680</link>
      <description><![CDATA[Turlock Irrigation District (TID) initiated a rockfall hazard evaluation and mitigation program in 2018 to reduce risk to its personnel and the Don Pedro hydropower facility, which is located in Tuolumne County, California. Gannett Fleming geologists performed an initial “screening level” visual assessment of the existing slopes surrounding the facility and identified five potential rockfall hazard areas requiring mitigation. Each area was evaluated based on the likelihood versus consequences of rockfall events, and a prioritized list was developed for TID to consider further investigation and rockfall mitigation measures. The highest hazard area was on the west canyon slope, where numerous large rock blocks appeared at risk of dislodging and potentially impacting the powerhouse and/or it’s only vehicle access road below. Gannett Fleming performed rockfall analyses and simulation, assessed alternatives, and designed TID’s preferred rockfall mitigation measures of what became known as Areas 3 & 4, which comprised scaling and installation of rockfall drapery, rock anchors, and wire-rope restraints. The rockfall mitigation measures were constructed in 2020 by Access Limited Construction. The project challenges included limited slope access during the assessment and design phases, a difficult slope configuration given its proximity to the powerhouse, and a requirement to keep the access road largely open during construction. During the construction phase, close cooperation between the owner, engineer, and contractor allowed all parties to respond quickly to design/construction changes based on the actual slope conditions encountered. This paper will detail the development and implementation of a rockfall mitigation program for critical facilities and roadways, including initial reconnaissance, detailed assessment, alternatives analysis, design, procurement, and construction.]]></description>
      <pubDate>Mon, 11 Sep 2023 11:42:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2233680</guid>
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    <item>
      <title>A Review of LRFD Bridge Foundation Design and Construction in South Dakota</title>
      <link>https://trid.trb.org/View/1688631</link>
      <description><![CDATA[Load and resistance factor design (LRFD) is a reliability-based limit state design methodology. In this study the authors investigate the concept, application, and implementation status of LRFD in shallow and deep foundation designs for the South Dakota Department of Transportation. Challenging the use of LRFD in South Dakota and neighboring states are the frequent occurrence of difficult geologic and geotechnical conditions including expansive soil and rock, deep seated landslides, soft and/or highly weathered shales, intermediary geologic materials, highly corrosive soils, and lack of available high-quality engineered fill materials. For deep foundations, pile load testing data are available to evaluate effectiveness of LRFD methodologies in the geologic materials present within the state. However, whereas deep foundation design parameters are relatively well established for LRFD methods, local calibration of shallow foundation design parameters has not yet been performed in most states. This paper examines the current status of LRFD and discusses its implementation for shallow and deep foundation design in South Dakota and provides a set of recommendations that engineers can consider as they pursue implementation of LRFD on construction projects with the ultimate goal of economical designs incorporating quantitative estimations of failure.]]></description>
      <pubDate>Wed, 22 Apr 2020 12:26:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1688631</guid>
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    <item>
      <title>Ground Anchor Testing - Matching Test Elements to Ensure Critical Anchor Attributes are Verified - or
“Why we don’t push ropes”</title>
      <link>https://trid.trb.org/View/1692624</link>
      <description><![CDATA[Ground anchors come in many variations from simple guywire anchors used to support telephone poles to complex multi-strand tendons tensioned to millions of pounds to tie down large structures. Post-tensioned elements became popular in structures in the 1960s and ‘70s and in 1976 the Post-Tensioning Institute (PTI) was founded to establish guidelines and standards for post-tensioned structural elements. The complexity and at times difficult construction of such anchors led the PTI to develop testing methods to verify the construction, condition and capacity of all the technical components of the anchors as installed. The PTI testing guidelines remain the standard for complex tieback and tiedown anchors that incorporate free stressing lengths and load transfer requirements, and they have been adopted by most Transportation Departments in the US. Lack of a similar standard for less complex anchors has let DOTs to specify PTI test protocols for all ground anchors, often testing the performance of anchor components/attributes not present or not important in simple anchors. This paper discusses PTI testing elements, their purpose, and how to develop testing programs for simpler anchors applications to verify anchor construction QA, functionality, and serviceability as well as provide information to trouble-shoot anchor installation.]]></description>
      <pubDate>Thu, 02 Apr 2020 09:43:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1692624</guid>
    </item>
    <item>
      <title>Rock-Socketed Foundations for the Bridge at Pitkins Curve</title>
      <link>https://trid.trb.org/View/1503031</link>
      <description><![CDATA[A case history is presented on the design, construction, testing, and performance of drilled shafts for a bridge located at a difficult site on Highway 1 along California’s Big Sur Coast. The purpose of the bridge is to traverse a landslide that has been a long-term maintenance challenge for the California Department of Transportation (Caltrans). The site is underlain by rock of the Franciscan Formation and consists of metamorphosed siltstone and sandstone with inclusions of metabasalt. The rock is highly folded and fractured, difficult to sample in some locations, and exhibits wide variations in strength and quality. Construction challenges included the need to place bridge piers on a steep slope just outside the limits of active sliding and installation of drilled shafts into highly fractured rock prone to caving. The presence of perched water tables caused variable inflow of water to drilled shaft excavations. This paper describes how these constructability issues were addressed and how they influenced the selection and design of the foundations. This paper demonstrates a rational approach to a difficult design and construction problem, including: (1) the use of careful engineering geologic studies to design a structure with difficult access while traversing a major landslide (2) the need for careful attention to constructability for drilled shafts in highly fractured rock with variable groundwater, and (3) the interaction between load testing and site investigation and its application to Load and Resistance Factor Design (LRFD) design of rock-socketed drilled shafts.]]></description>
      <pubDate>Wed, 28 Feb 2018 09:34:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1503031</guid>
    </item>
    <item>
      <title>Case Studies in Roadway Landslide Repair and Rock Slope Stabilization in California</title>
      <link>https://trid.trb.org/View/1503028</link>
      <description><![CDATA[The challenges associated with roadway landslide and rock slope failures along California’s roadways can introduce a series of difficult problems to solve. Not only is the design and construction associated with the repair of these landslides and rock slope failures challenging, many of the traditional contracting and review processes available either present too long of a time frame or are not flexible enough to handle the field level decisions often required with emergency landslide and rock slope repairs. This paper outlines some landslide and rock slope design build mitigation methods and technologies that are both relatively lower cost when compared to traditional repairs methods and robust enough to achieve standard design life and seismic criteria. Relevant technologies include soil nailing (including hollow injection anchors), high capacity tensioned wire rock mesh, micropiles, post-tensioned rock bolts, and various types of drilled horizontal drains. The case studies for this presentation include a rock slope stabilization using tensioned rock bolts and high capacity wire mesh for the United States Army Corps near Chowchilla, CA; a Pacific coast bluff repair using hollow bar soil nails, micropiles, and shotcrete for California Department of Transportation (CalTrans) District 4 near Pescadero, CA; a landslide repair using self drilling soil nails, micropiles and shotcrete for CalTrans District 2 near Weaverville, CA; and a landslide repair using self drilling soil nails and shotcrete for Santa Clara County Public Works near Los Gatos, CA, and a series of landslides repaired using an innovative combination of the “Deep Patch” method and micropiles for the USDA Forest Service near Fresno, CA.]]></description>
      <pubDate>Wed, 28 Feb 2018 09:34:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1503028</guid>
    </item>
    <item>
      <title>The Hyampom Road Project: Managing Geotechnical Risk in Difficult Mountainous Terrain</title>
      <link>https://trid.trb.org/View/1501990</link>
      <description><![CDATA[Hyampom Road, also known as California Forest Highway 114, is located within Shasta-Trinity National Forest in northern California. It begins at California State Highway 3 (SR 3) in Hayfork, proceeds northwest and ends in the town of Hyampom at the intersection with Lower South Fork Road. The existing two-lane narrow winding roadway traverses canyon slopes with steep cuts excavated in bedrock and steep side-cast fills. The pre-construction template was comprised of a two-lane roadway with 10-foot lane widths and some sections narrowing to a single lane. The roadway conditions were poor with marginally stable slopes, poor drainage, short sight distance, and other geometry issues that did not meet highway design standards. The roadway is primarily used for logging and commuter purposes and is the only year round publicly maintained access to the town of Hyampom. Multiple landslides are present along the corridor and the orientation of the bedrock structure created zones of instability. During the course of project development, the alignment was adjusted through multiple iterations to balance project cost and risk. Risk assessment included the evaluation of geological hazards, roadway safety and the achievable roadway template. Major reconstruction and rehabilitation elements of the roadway included: 1) constructing retaining walls and rock cuts, where necessary, to provide a wider roadway complete with travel lane and shoulder in each direction, thereby reducing the severity of the existing “hairpin” curves; 2) constructing landslide mitigation systems; and, 3) providing rockfall mitigation in specific locations.]]></description>
      <pubDate>Wed, 28 Feb 2018 09:34:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1501990</guid>
    </item>
    <item>
      <title>Design and Construction of a Temporary Rockfall Mitigation System at the Bellwood Quarry Reservoir Tunnel, Phase 1 Water Supply Program, Atlanta, Georgia</title>
      <link>https://trid.trb.org/View/1474404</link>
      <description><![CDATA[The City of Atlanta is commissioning a new 1-mile-long, approx. 13-ft. diameter, lined, water conveyance tunnel as part of Phase 1 of the Water Supply Program. The tunnel will be excavated through bedrock with a TBM and will provide the City with potable water from the soon-to-be-filled Bellwood Quarry Reservoir. Construction of the tunnel and ancillary features was initiated in spring of 2016 and is expected to be complete in 2018. The previously mined Bellwood Quarry will serve as a reservoir to impound and distribute the water. Prior mining activities have resulted in steep pit slopes, some as high as 350 ft., with an abundance of loose rock. In order to help maintain a safe and functional site for site access and tunneling, a temporary rockfall mitigation system was constructed (and is currently being maintained) above the main water supply tunnel and a secondary adit. Critical elements of the temporary system included post-scaling design and construction of draped netting, rock dowels, and two rockfall canopies. The draped netting and canopies were connected as part of a “slot” system, where falling rocks will be contained behind the drape and subsequently guided into (and arrested by) the canopy system. This paper details the elements of the temporary rockfall mitigation system being utilized during tunnel construction, and will describe the challenges associated with installation of near-horizontal rockfall canopies at elevated, difficult access locations.]]></description>
      <pubDate>Mon, 31 Jul 2017 16:36:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1474404</guid>
    </item>
    <item>
      <title>Evaluation and Stabilization of the Bret Landslide, Big Horn County, Wyoming</title>
      <link>https://trid.trb.org/View/1472428</link>
      <description><![CDATA[The Bret Landslide is located at approximate mile post 29.1 on United States Highway 14 in Big Horn County, Wyoming. The Landslide is an active portion of a much larger landslide which extends for over one thousand feet along the highway. This large landslide has been marginally stable since movement initiated in the spring of 1965 during construction to widen the highway along the route of an old wagon road. The Bret Landslide is approximately 600 feet wide and extends approximately 250 vertical feet from the highway down to Shell Creek at an average slope angle of 40 degrees. Several tension cracks have been mapped on the slope between the highway and the creek. The wet winter and spring of 2011 contributed to high runoff in Shell Creek which eroded the toe of the landslide resulting in an approximately 30-foot high over-steepened slope. After continued highway damage from landslide movement and several emergency attempts to stabilize the landslide, the Wyoming Department of Transportation (WYDOT) decided to explore options for permanent landslide mitigation. Numerous mitigation options were considered for geotechnical feasibility and constructability. Six options were further evaluated and presented to WYDOT for selection of the most feasible option. The preferred mitigation option was chosen and consists of micropiles and ground anchor tiebacks with highway reconstruction using a geogrid reinforced subgrade. The mitigation was designed to stabilize the highway considering the difficult site conditions. Construction of the mitigation began in April of 2014.]]></description>
      <pubDate>Thu, 29 Jun 2017 13:49:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1472428</guid>
    </item>
    <item>
      <title>Sources of Nitrate in Groundwater Near Roadway Rock Blasting Sites</title>
      <link>https://trid.trb.org/View/1469550</link>
      <description><![CDATA[Explosives used in blasting operations, natural and anthropogenic sources of nitrate such as septic systems, fertilizers, and decomposing vegetation can potentially contaminate groundwater with nitrate in the vicinity of construction sites and make identification of blasting impacts difficult. Blasting operations for a private construction project in Windham, NH were indicated as the source of water quality impacts to private drinking water wells prompting the New Hampshire Department of Transportation (NHDOT) to implementing a proactive approach to limit the potential for impacts from blasting for ongoing NHDOT projects. NHDOT has developed a baseline drinking water monitoring program designed to detect potential impacts and to ensure alternative drinking water is provided throughout the construction phase of projects. In 2013, the U.S. Geological Survey and NHDOT began a study to determine the source and fate of nitrogen compounds near blasting sites using a combination of time series, isotopic, geochemical, hydrologic, and geologic data. Approximately 1.75 million cubic yards of rock were removed by blasting in several locations for roadway construction at a major highway construction site in southern New Hampshire. Isotope ratios of nitrogen and oxygen in nitrate were used to identify sources of nitrate concentrations in groundwater from wells near the blasting sites. Wells near a rock excavation site where blasting was used shortly after the start of this study and wells with existing persistent nitrate contamination suspected to be the result of septic and past blasting were targeted for temporal sampling and analysis in an attempt to characterize nitrate sources. In general results show a low δ15N signature from synthetic nitrate sources (including explosives) and a high δ15N signature from septic waste sources. Results also indicate that nitrate pulses in wells following blasting events can be distinguished isotopically from other local sources, and that reducing conditions in this geologic setting locally cause denitrification, resulting in lower nitrate concentrations. Transport and persistence of nitrate due to blasting operations and other nitrogen sources in fractured rock environments will be presented.]]></description>
      <pubDate>Wed, 21 Jun 2017 17:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1469550</guid>
    </item>
    <item>
      <title>Louisville Bridges: Then and Now from a Geotechnical Perspective, Louisville, Kentucky</title>
      <link>https://trid.trb.org/View/1470312</link>
      <description><![CDATA[The Kentucky Transportation Cabinet (KYTC) has been evaluating improvements to the interchange junctures of I-65, I-64 and I-71 in downtown Louisville, Kentucky and a second bridge over the Ohio River to the east for many years. As early as 2000, Stantec began preliminary geotechnical explorations in support of initial designs, later to be known as Two Bridges, One Project. Redesign and major construction of three interstates through a major city has its challenges. You take that and include deep outwash deposits as thick as 130 feet, create conditions that can be difficult for foundations and embankments. This paper presents Stantec’s history with the project as it went from a traditional design – bid – build, to a design-build. The paper will primarily focus on the downtown section. A review of previous explorations combined with new explorations, foundation recommendations, along with what is being seen during construction will be highlighted. It will also include a few issues and how they were overcome.]]></description>
      <pubDate>Wed, 21 Jun 2017 17:16:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1470312</guid>
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    <item>
      <title>Cost management for underground infrastructure projects: a case study on cost increase and its causes</title>
      <link>https://trid.trb.org/View/1367547</link>
      <description><![CDATA[Extensive investments in infrastructure for transportation are currently being carried out in Sweden. A substantial part consists of underground road- and railway projects. The aim of this thesis is to create a foundation upon which improvement can take place, with respect to cost management in the process for underground road- and railway projects. All projects are, to some extent, associated with uncertainties that fall into three groups: Risk, Inherent- and Inflicted uncertainties. The projects also are associated with two groups of unique features, namely geology and closed room. These features are associated with greater uncertainties, which justify that it is more difficult to estimate the cost in underground road- and railway projects than in those aboveground. The cost development has been studied for a number of Swedish road- and railway projects. All projects are associated with cost increase, and the largest occurs during planning. These results are in agreement with those from other international studies. Additional results from the Swedish projects are: (1) The unit price for tunnels and contracted prices for different tunneling works are associated with large variations; and (2) The overall process is stable, and that the outcome is predictable within wide statistically limits. These results provide a basis for improved cost estimates in the future. Currently, there is no systematic follow-up of the accuracy in early estimates, although, early cost estimates are based on cost from previous projects. Consequently, the quality and the uncertainties in the cost-estimates are unknown. A detailed case study reveals that the vast majority of cost increases occur elsewhere than within the unique feature for underground projects, namely as indirect and financial cost. The unique features have contributed to a minor, but yet substantial increase in the cost, of which the greatest increase originates from water treatment, reinforcement and tunnel safety. The mechanisms for the two former groups are evaluated, and mitigations are suggested. It is concluded that large cost increases are generated from optimistic prognoses, due to cognitive bias, and cautious choices in the mapping. The mechanisms behind water treatment cannot be investigated at this stage. Several of the causes for cost increase that have been identified in this thesis may be regarded as example of inflicted uncertainties. From the perspective of the client on road- and railway projects, activities within one project is very similar to those in others projects. Because a project organisation is temporary and unique, its abilities to improve are generally restricted to the individual project. To achieve a lasting improvement, experience from individual projects must be transferred to a more stable organisation, such as the parental organisations of the involved actors. There is also a need to improve cost management of indirect- and financial costs.]]></description>
      <pubDate>Tue, 01 Sep 2015 11:15:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367547</guid>
    </item>
    <item>
      <title>The Art of Foundation Engineering Practice: GeoFlorida 2010</title>
      <link>https://trid.trb.org/View/1314194</link>
      <description><![CDATA[Prepared by the Geo-Institute of ASCE, this collection contains 40 invited papers on the engineering design, analysis, construction, and monitoring of foundations. The volume is assembled in honor of Clyde N. Baker, Jr., P.E., S.E., Dist.M.ASCE. For more than 50 years Clyde Baker has made distinguished contributions to the advancement of foundation engineering, beginning with the early Chicago high-rise buildings through to the world's current record-setting skyscrapers. The invited papers were contributed by professors, researchers, practicing structural and geotechnical engineers, and contractors. Topics include: historical reviews of land and offshore foundations work; fundamental and advanced foundation analytical procedures; foundation design using in situ geotechnical measurements; drilled shafts in soft and hard rock; foundations in difficult soils and geologic conditions; driven piles; foundations for static and dynamic loads; testing and long-term monitoring; and case histories.]]></description>
      <pubDate>Sat, 19 Jul 2014 12:45:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1314194</guid>
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