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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Proceedings and Field Trip Guide of the 49th Highway Geology Symposium</title>
      <link>https://trid.trb.org/View/497803</link>
      <description><![CDATA[It has been common practice for many agencies to prospect and test material pits to locate economical sources of aggregate for nearby construction projects.  However, providing information on availability of local materials entails risks for the agency due to the variability and uncertainties that are inherent in many subsurface explorations.  Subsurface exploration can involve both intact ledge materials such as basalt, granite and limestone and loose redeposited materials of sand, gravel and boulders.  Each deposit will likely require its own type of exploration.  Options include continuous auger drilling, open excavation with backhoe or bulldozer, or continuous coring. Seismic exploration may be beneficial, particularly for ledge deposits.  The extent, frequency and method of exploration may be not evident until some preliminary exploration has been performed.  Adequate numbers of samples should be tested to develop the information required by the bidders and for preparation of the project specification. Information must be sufficient to define properties to allow bidders to estimate production methods and costs and/or project designer to incorporate achievable requirements into the specifications.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/497803</guid>
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      <title>DESIGN CONSIDERATIONS FOR BRIDGE FOUNDATIONS IN KARST TERRAIN</title>
      <link>https://trid.trb.org/View/498881</link>
      <description><![CDATA[A complicated karst setting along a major highway widening project in southeastern Pennsylvania presented considerable foundation design challenges for three new bridges.  The project, situated in Montgomery County on the boundary between Triassic and Cambrian age rocks, includes three carbonate formations.  Significant voids in the upper carbonate rock and other subsurface complexities were revealed by a field exploration program consisting of many deep rock cores together with detailed geologic mapping.  Three distinct categories of karst features were identified: 1) deep, sloping rock with voids and boulders; 2) severely sloping rock without voids; and 3) cavernous rock.  The foundation considerations for each category together with the adopted designs are discussed in this paper.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498881</guid>
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      <title>SEQUENTIAL DETERIORATION OF CONCRETE, CONGRESS STREET BRIDGE, BOSTON, MASSACHUSETTS</title>
      <link>https://trid.trb.org/View/498882</link>
      <description><![CDATA[Extensive petrographic and other examinations were performed of 65-year old piers of the Congress Street Bridge, Boston, Massachusetts.  The purpose was to assay the condition of the concrete and to evaluate the feasibility of rehabilitation to add an additional 50 years to the expected service life.  For this investigation, thirteen vertical and seven horizontal cores were collected.  Based on the amount of deterioration (less than 19% of the concrete sampled), the outlook is that if the appropriate pier structures are repaired in the tidal zone area, the remaining useful life of the foundation system of the Congress Street Bridge appears to be in excess of 50 years.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498882</guid>
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      <title>HOW TO AVOID EXCESSIVE EXPANSION OF CONCRETE DUE TO ALKALI-AGGREGATE REACTION</title>
      <link>https://trid.trb.org/View/498883</link>
      <description><![CDATA[Excessive expansion of concrete due to alkali aggregate reaction (AAR) will not occur if any of the following circumstances exists: the aggregate is insufficiently reactive; the pH of the pore fluid is not too high; the amount of reaction product formed is not sufficiently large or not sufficiently expansive so that its expansion can cause damage; and there is not enough available water to cause the reaction to progress so as to develop the expansive product and to be available for imbibition by the product so as to cause it to swell and disrupt the concrete.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498883</guid>
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      <title>RUNAWAY TRUCK RAMP TESTING PROGRAM</title>
      <link>https://trid.trb.org/View/498884</link>
      <description><![CDATA[Truck arrester beds, or escape ramps, located within Arizona were used for prototype testing.  Tractor semi-trailer combinations with GVWs of approximately 35,000 lbs (15,876 kg) and entrance velocities of 45 and 64 mph were driven into these ramps.  The testing was used to help evaluate the effects of ramp material, ramp preparation, and maintenance on ramp performance.  Instrumentation utilizing radar and a data acquisition computer was developed to record truck velocities from entrance until run out in the ramps.  The instrumentation was designed to be used during testing and for remote sensing of entries at the completion of the research.  The study team enlisted the help of the only heavy duty towing company in the vicinity of the two I17 escape ramps.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498884</guid>
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      <title>EVALUATION OF CRUSHED STONE USED FOR HIGH TRAFFIC, BITUMINOUS PAVEMENT, WEARING-COURSES IN INDIANA</title>
      <link>https://trid.trb.org/View/498885</link>
      <description><![CDATA[Wearing courses for bituminous pavements typically consist of the upper 2-inch (50 mm) portion of the highway, which comes in direct contact with vehicular tires.  Crushed stone aggregates in this surface course provide, along with other properties, the frictional resistance required by a braking vehicle.  As exposed aggregate pieces tend to become smoother under traffic, it is necessary that the rock particles have resistance to this polishing action.  For state highways in Indiana, heavy traffic roads must have wearing courses containing 50% blast furnace slag and 50% dolomite.  For state roads with moderate traffic loads, 100% dolomite aggregate is required.  Limestones and crushed gravel are not acceptable aggregates.  Cases of deterioration of aggregates have been documented.  Examples are: 1) attack by deicing salts, yielded pits where aggregates were removed, and 2) breaking loose of pieces containing both aggregate and bitumen. Evaluation of aggregate quality was used to evaluate this problem.  Testing procedures in the evaluation included: Los Angeles abrasion loss, sulfate soundness loss, freeze thaw loss in a brine solution, chemical analysis, insoluble residue content, x-ray diffraction and petrographic examination.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498885</guid>
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      <title>THE EFFECT OF BEDROCK DEPTH ON PAVEMENT RESPONSE</title>
      <link>https://trid.trb.org/View/498886</link>
      <description><![CDATA[Bedrock depth has a great impact on the accuracy of back-calculated layer moduli.  There are ways to determine the bedrock depth, such as by augering, GPR, and DCP tests. However, to determine the bedrock depth from  FWD data is the easiest and least expensive way.  The effects of bedrock depth on FWD responses for an in-service pavement in Jacksboro, Texas are documented.  In addition, a comparison between the bedrock depths determined from augering and DCP tests with an algorithm using FWD maximum surface deflection data is discussed in this paper.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498886</guid>
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      <title>INFLUENCE OF BEDROCK TYPE AND DEPTH ON HIGHWAY DEFLECTIONS</title>
      <link>https://trid.trb.org/View/498887</link>
      <description><![CDATA[Geologic maps depict the distribution of rock types at and near the land surface.  Falling-weight deflectometer (FWD) data collected on Texas highways appear to be correlated to bedrock type, particularly at the outermost sensors.  The maps can also be used to qualitatively estimate bedrock depth, a critical parameter in FWD data analysis.  The purposes of this study are to examine whether 1) geologic maps can be used to interpret roadway deflection data collected by FWD and 2) seismic refraction data, perhaps collected along with FWD data, can be used to estimate bedrock depths accurately enough to improve FWD analyses.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498887</guid>
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      <title>PERCOLATION THEORY APPROACH TO ESTIMATING EARTHWORK FACTORS IN WEATHERED GRANITES</title>
      <link>https://trid.trb.org/View/498888</link>
      <description><![CDATA[Principles of Percolation Theory (PT) are applied to characterize a modulus-porosity relationship for weathered granites.  The relationship is shown to be consistent with test results of weathered granites reported in the literature. Earthwork factors for a highway project involving extensive excavation in weathered granites are estimated using this relationship with laboratory testing of recovered core samples and refraction seismic measurements of the in-situ rock mass.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498888</guid>
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      <title>RECYCLED AGGREGATES IN ROAD CONSTRUCTION - AN ECONOMIC ASSESSMENT</title>
      <link>https://trid.trb.org/View/498889</link>
      <description><![CDATA[Recycled materials are increasingly being used to supplement natural aggregates derived from crushed stone, sand, and gravel in road construction.  An understanding of the economics and factors affecting the level of aggregates recycling is useful in estimating the potential for recycling and in assessing the total supply picture of aggregates.  The U.S. Geological Survey conducted an analysis of the supply sources, technology, costs, incentives, deterrents, and market relationships associated with the production of recycled aggregates.  Results from cash flow analyses indicate that under certain conditions aggregates derived from construction and demolition waste can have economic applications]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498889</guid>
    </item>
    <item>
      <title>CRUSHED CEMENT CONCRETE SUBSTITUTION FOR CONSTRUCTION AGGREGATES - A MATERIALS FLOW ANALYSIS</title>
      <link>https://trid.trb.org/View/498890</link>
      <description><![CDATA[An analysis of the substitution of crushed cement concrete for natural construction aggregates uses a materials flow diagram that tracks all material flows into and out of the cement concrete portion of the products made with cement concrete: highways, roads, and buildings.  Crushed cement concrete is only one of the materials flowing into these products, and the amount of crushed cement concrete substituted influences the amount of other materials in the flow.  Factors such as availability, as well as physical properties that can affect stability and finishability, influence whether crushed cement concrete or construction aggregates should be used or predominate for a particular end use.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498890</guid>
    </item>
    <item>
      <title>THE ULTIMATE ROADSIDE GEOLOGY: GEOLOGICAL HERITAGE SITES</title>
      <link>https://trid.trb.org/View/498891</link>
      <description><![CDATA[Geological heritage conservation means the planned and careful management of geologically significant features and landscapes to protect their natural, scientific, historic and aesthetic values for the benefit of future generations.  Geologic heritage sites may have scientific, historic, and aesthetic significance. Scientifically significant sites consist of geologic features, rock or mineral types, paleontological resource, and landscapes that represent the best example of their kind or are so uncommon that they have great significance for science education and scientific research.  Historically significant sites are places where cultural activities or events occurred because of some geological feature or landscape.  Categories of historically significant sites include: 1) geological sites significant to the history of geology; 2) sacred geography of Native Americans; 3) old mining districts; and 4) geological features associated with western exploration and settlement. Aesthetically significant sites include landscapes that are visually appealing because of a particular geologic setting. Many geological heritage sites have been lost or degraded by human action.  Common causes for the degradation of geological sites include extraction under the mining law, flooding, vandalism, tourism, criminal theft, air pollution, and commercialization.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498891</guid>
    </item>
    <item>
      <title>HIGHWAY GEOLOGY AND ROAD LOG THROUGH ARIZONA TRANSITION ZONE. PRESCOTT REGION, BLACK CANYON HIGHWAY, VERDE VALLEY, AND REDROCK COUNTY</title>
      <link>https://trid.trb.org/View/498892</link>
      <description><![CDATA[Arizona includes parts of the Colorado Plateau and the Basin and Range geologic provinces, the context of which is gradational over a distance of about 40 miles (64 km).  This gradational area, commonly referred to as the Transition Zone, has characteristics of both the Colorado Plateau and the Basin and Range provinces.  The field trip had stops along the boundary between the transition Zone and the Colorado Plateau.  This boundary is called the Mogollan Escarpment or Rim.  Other stops were within the Transition Zone.  The purpose of the field trip was to observe geologic features and their impacts on highway construction and maintenance.  The first part of the trip, from Prescott to Cordes Junction to Rock Springs, roughly parallels the old "Black Canyon Highway", a historic road that connected Prescott with Phoenix.]]></description>
      <pubDate>Mon, 15 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498892</guid>
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    <item>
      <title>ASSESSMENT, PREDICTION AND REMEDIATION OF KARST CONDITIONS ON I-70, FREDERICK, MARYLAND</title>
      <link>https://trid.trb.org/View/498879</link>
      <description><![CDATA[Locating and characterizing areas which are susceptible to subsidence and sinkholes is a formidable task.  It requires considerable geologic insight based upon experience as well as a unique strategy for field measurements.  The objective is to create a conceptual model of conditions and then make measurements and observations to confirm or change the conceptual model while converging on the true conditions as rapidly and cost effectively as possible.  This strategy was recently applied to a section of I-70 in Frederick County, Maryland where a significant number of sinkholes have occurred. A karst investigation was carried out to assess I-70 and nearby areas.  Work included: a review of data, EM conductivity and gravity measurements, a review of aerial photography, extensive observations of sinkholes in the area, as well as observations in a nearby quarry and discussions with the quarry geologist. This paper describes the problem and its impact to traffic safety, the strategy of the technical approach for karst characterization, the resulting data, and the development of a conceptual model of subsurface conditions, and the prediction of areas where subsidence and collapse are most likely to occur.]]></description>
      <pubDate>Sun, 14 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498879</guid>
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    <item>
      <title>GROUND PENETRATING RADAR: AN EFFECTIVE TOOL FOR LOCATING DRY CAVES ALONG A PORTION OF STATE ROUTE 69 NEAR MAYER, YAVAPAI COUNTY, ARIZONA</title>
      <link>https://trid.trb.org/View/498880</link>
      <description><![CDATA[Widening and realignment of State Route 69 traverses an area of Tertiary-age travertine bedrock near Mayer, Arizona.  During the design phase of the project, subsurface exploration encountered small voids within the right-of-way.  A moderate-size cave structure in the area was mapped by local speleologists. Arizona Department of Transportation (ADOT) was concerned that cave structures of unknown size might be found within a few feet of the new roadway subgrade.  As a result, highway construction specifications contained special provisions requiring geophysical surveys to identify cave structures that could adversely affect the roadway and expose the traveling public to possible subgrade failure hazards.  ADOT's concern was realized during construction when a D-9 Caterpillar tractor broke through a cave roof and dropped about six feet into the void.  A geophysical survey conducted of the cave-affected alignment identified 130 cave-type anomalies, and recommendations were provided to ADOT, and the contractor, to remediate the cave-affected highway section. Survey monuments were established for monitoring roadway performance and potential subgrade settlement.]]></description>
      <pubDate>Sun, 14 Mar 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/498880</guid>
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