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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>Increasing Hurricane Winds? Dockside Crane Retrofit Recommendations</title>
      <link>https://trid.trb.org/View/835521</link>
      <description><![CDATA[Recent hurricanes have struck the US East and Gulf Coasts with historic fury. Studies indicate that the intensity, size, and duration of tropical cyclones (hurricanes and typhoons) are increasing dramatically and may be correlated, at least in part, to increasing ocean surface temperatures (Emanuel 2005 and 2006, Hoyos 2006). This appears to be a global phenomenon and many scientists predict the trend is not likely to abate any time soon. Dockside cranes are typically designed to resist hurricane wind pressure based on 50-year mean recurrence interval (MRI), 3-second gust wind speeds, at 10 m above ground. Refer to the ASCE–7 standard ("Minimum Design Loads for Buildings and Other Structures"). These design wind speeds are statistical, based on historic wind speed data. Does this historic data reflect current trends? Dockside container cranes, unlike buildings, have very little redundancy in their structural design for resisting wind loads. In hurricane-prone regions, the cranes are held by one or more tie-downs at each corner. Slight increases in wind speed have amplified effects on corner tie-down uplift forces (McCarthy, Vazifdar 2004). If a single tie-down fails, the crane will likely collapse. This paper presents recent trends in hurricane wind loads, a novel new design “ductile link” tie-down system, and an acceptable risk method for guiding the selection of an appropriate level of retrofit for an existing crane structure.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/835521</guid>
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      <title>Portwide Storm Water Pollution Prevention and Dust Control Program</title>
      <link>https://trid.trb.org/View/835410</link>
      <description><![CDATA[The Port of Long Beach has approximately 3,400 acres of landside area in the cities of Long Beach and Los Angeles. Within this area, Port staff identified approximately 100 acres of undeveloped areas that require stabilization for soil erosion and dust control. In early 2005, the Port initiated a Portwide Storm Water Pollution Prevention and Dust Control Program to implement storm water and fugitive dust control measures in these areas. The program was divided into two phases, short-term (temporary measures) and long-term measures. The temporary measures phase began in early 2005 and will continue until the permanent measures are in place. Under the long-term program, a combination of different types of sustainable mitigation measures including, but not limited to, hydroseeding, placement of crushed miscellaneous base, hardscape, and sustainable landscape are being developed and implemented. Both the short- and long-term mitigation measures are consistent with Port of Long Beach Master Storm Water Program and Green Port Policy for air and water quality. This paper describes both the short- and long-term mitigation measures used for erosion control and storm water management in these undeveloped areas. Discussion focuses on the implementation of sustainable Best Management Practices (BMPs), and the challenges faced with the design and installation of the BMPs in those areas. Site preparation work included cleanup of the Port undeveloped areas by removing debris, abandoning utility poles, filling holes and abandoning water wells, as well as removing miscellaneous obstructions in these large dirt lots. Most of the areas required rough grading for storm water drainage prior to the installation of BMPs. The BMPs applied as temporary mitigation measures included silt fences, sand bags, rock barriers, and sediments control rolls for mitigating storm water runoff. This paper also includes the discussion of different types of soil stabilization materials used in stabilizing the surface dirt layer as a temporary dust mitigation measure. The Port of Long Beach considers the “Triple Bottom Line”, the idea that economic vitality should be on an equal footing with environmental stewardship and community responsibility, as part of the decision making process in conducting Port business. The main discussion of the paper is focused on the application of the principles of sustainability to the design and implementation of BMPs for the long-term mitigation measures.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/835410</guid>
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    <item>
      <title>Planning Rail Service Connections</title>
      <link>https://trid.trb.org/View/835440</link>
      <description><![CDATA[Ever increasing container volumes at ports along the Atlantic, Gulf, and Pacific Coasts are taxing the transportation infrastructure beyond its capacity in and around the ports. Ports are faced not only with increased container volumes, but also with the task of increasing the percentage of containers moved by rail to relieve regional highway congestion. This increased focus on rail has resulted in a compound growth of intermodal containers moving by rail and is outpacing the general increase in container volume moving through the ports. Recent port developments have generally addressed the needs for dock-to-rail transfers only to discover shortfalls in the next step of the transportation chain. The ability of Port Intermodal Yards (IYs) to meet their design throughput is dependent upon the ability of the railroads to serve these facilities and the overall capacity and velocity of the entire transportation network. In many cases, the development of the IYs has preceded improvements to other aspects of this transportation chain including the rail connections serving these facilities. Planning must go beyond the interface between the pier and rail and address a balanced approach to rail network development within the region and their connections with rail carriers. This paper discusses the elements of the rail service that must be considered while planning on-dock or near-dock intermodal facilities; specifically the geometry and quantity of rail support facilities relative to the size of the intermodal facility. Actual case study data from three separate and unique ports within the USA are presented.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/835440</guid>
    </item>
    <item>
      <title>In-Situ Capping of Contaminated Sediments with Reactive Materials</title>
      <link>https://trid.trb.org/View/835423</link>
      <description><![CDATA[Port authorities and the environmental community are seeking innovative ways to conduct remediation of contaminated sediments. The primary method of contaminated sediment remediation today is dredging. Dredging creates challenges in residual contamination and finding areas to construct confined disposal facilities. In-situ capping involves the placing of a subaqueous cover over contaminated sediments to stabilize sediments, minimize their re-suspension and transport, and reduce dissolved contaminant transport into surface waters. In past applications, in-situ capping has typically been constructed with several feet of locally available clean sediment, sand and/or gravel. In-situ capping can be limited by concerns regarding navigation, uniform cap placement, bio-intrusion and geotechnical stability. A potential solution for many in-situ capping concerns is the use of a reactive material cap. Reactive or adsorptive materials can provide treatment of the contaminants while allowing upward groundwater flow. Modeling has shown that a reactive material cap can greatly reduce the thickness required for the cap compared to conventional sand caps. Various reactive materials (e.g., activated carbon, apatite, organoclay) are used for wastewater and groundwater treatment and may be applicable to in-situ capping. Activated carbon and organoclay effectively adsorb many organic compounds. Apatite and zeolite adsorb and complex many different metals. These reactive materials may be placed in bulk. Alternatively, a reactive material mat that encapsulated reactive material between two geotextiles has additional benefits of stability, defined mass per area and reduced biointrusion. Several case studies of reactive material mat and bulk reactive material placement in waterways in Michigan, Oregon and Washington, D.C. are presented.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/835423</guid>
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      <title>Exciting Opportunities for Change in Container Terminal Gates</title>
      <link>https://trid.trb.org/View/835551</link>
      <description><![CDATA[This paper focuses on three interesting elements of modern gates: options for arranging Radiation Portal Monitors, new uses for optical character recognition equipment, and the case for separate entry and exit gates. Early Radiation Portal Monitors (RPM) installations primarily involved “shoe-horning” these gate systems into existing gate layouts. Totally new gates consider the best way to sequence and integrate the RPM control steps with terminal-specific control steps. Early optical character recognition (OCR) portals often stretched out gates and wasted space on funneling traffic. New alternatives integrate OCR into the truck interchange/pedestal lane. Finally, a relatively new West Coast longshore clerk agreement has made separate entry and exit gate areas more practical. This gate type can provide a more efficient truck flow through a terminal with its reduced cross traffic and reverse flow. The change in the clerk agreement made this possible because it allows increased automation, and the option to remove clerks from truck lanes. Gate clerks can now control gate lanes from a single office using cameras and intercoms. This paper explores these concepts in the context of several recent conceptual plans for North American container terminals.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/835551</guid>
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    <item>
      <title>Coupled Field Measurements and Numerical Modeling of Harbour Resonance at Marina di Carrara</title>
      <link>https://trid.trb.org/View/835427</link>
      <description><![CDATA[This paper presents initial results from field observations of harbour resonance at Marina di Carrara harbour (Italy) within a research project commissioned by the local Port Authority. The measurement station is operational since October 2005 and provides the Port Authority with immediate and important information on the accessibility and navigation of the harbour, including real-time monitoring of the wave field both outside and inside the harbour. Observations carried out in the winter 2005/2006 are analysed by means of well established and relatively new techniques, demonstrating some of the non-stationary and non-linear features of the resonant process. Initial measurements are compared with predictions by a numerical wave model based on Boussinesq-type equations. The model is able to describe both the non-stationary and the non-linear features of the process.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/835427</guid>
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    <item>
      <title>Port Canaveral Navigation Improvements: Section 203 WRDA 1986 Engineering Investigations</title>
      <link>https://trid.trb.org/View/835422</link>
      <description><![CDATA[The Canaveral Port Authority is conducting a feasibility study of navigation improvements under the authority granted by Section 203 of the Water Resources Development Act (WRDA) 1986. Section 203 of WRDA 1986 provides a mechanism whereby non-Federal interests can undertake, on their own, a feasibility study of harbor improvements and then submit it to the U.S. Army Corps of Engineers (USACE). The focus of the study is to investigate the feasibility of widening the channel, expanding the entrance to the West Turning Basin (WTB), establishing a new turning circle within the WTB, and deepening the West Access Channel and WTB. As part of the Section 203 Feasibility Report, an Engineering Appendix was prepared that detailed the results of the engineering investigations needed to support the formulation of alternative plans and to support the selected plan. This paper focuses on the portions of the Engineering Appendix that investigated the design vessel determination, the hydraulic modeling of the port, and the impact of the navigation improvements on the existing wharves, bulkhead walls, rip-rap embankments and spoil containment dikes. Solutions to the impact on the waterfront structures, ranging from strengthening to replacement, for each alternative plan are presented. Finally, for the selected navigation improvement plan, the recommended solutions for the various waterfront structures are presented.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/835422</guid>
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    <item>
      <title>Performance of New Pile-Deck Connections under Earthquakes</title>
      <link>https://trid.trb.org/View/835530</link>
      <description><![CDATA[Many ports in the Pacific are experiencing significant growth as a result of increased business trade. In these areas of the world, container wharves need to be designed for a combination of gravity loads and seismic loading. The connection between the pile and the wharf is critical as large ductility requirements may be relied upon these connections. This paper discusses the results of an experimental program funded by the Port of Los Angeles (POLA) to improve and enhance the performance of pile-deck connections that will satisfy the requirements of the new "Performance Based Seismic Design Code for Container Wharves" issued by the port. Two full-scale units, representing typical seismic and non-seismic pile-deck connections were tested under reversed cyclic loading. The test units showed lateral displacement reserves significantly greater than those that corresponded to the structural strain-limits in the new Seismic Design Code for the Port of Los Angeles.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/835530</guid>
    </item>
    <item>
      <title>Vessel Hydrodynamics and Berthed Vessel Loading Model Verification with Field Data and Laboratory Data</title>
      <link>https://trid.trb.org/View/835433</link>
      <description><![CDATA[Larger and faster-moving deep-draft vessels in narrow waterways create pressure fields that can cause significant hydrodynamics loads on berthed vessels and shoreline structures, interrupt loading and unloading operations and cause structural damage. The Vessel Hydrodynamics Longwave Unsteady (VH-LU) and Longwave Load (VH-LL) numerical models were developed to assist in analysis of these vessel hydrodynamic problems. The modeling system development and ongoing verification efforts described here were performed by Coast & Harbor Engineering (CHE) and the Ukrainian Center of Environmental & Water Projects (UCEWP) under a grant from the U.S. Civilian Research & Development Foundation (CRDF). The hydrodynamic loads generated by passing vessel long-waves on berthed vessels or coastal structures are calculated using the VH-LL module, using hydrodynamic data output from the VH-LU model. Model hydrodynamic verifications with field data are described, including data from the Port of Oakland Inner Harbor Waterway, CA and Mississippi River Gulf Outlet, LA. The present paper also presents a verification of the hydrodynamics and berthed vessel load calculation module system performed using large-scale physical model data collected in the Netherlands Ship Model Basin reported by Remery (1974).]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/835433</guid>
    </item>
    <item>
      <title>Port of Kamsar Expansion: Development of a Greenfield Bulk Terminal in Guinea, West Africa</title>
      <link>https://trid.trb.org/View/835378</link>
      <description><![CDATA[Guinea has over one-third of the world reserves of bauxite, the raw ore used to produce alumina. Traditionally, the raw ore has been shipped to refineries throughout the world. Global Alumina, a New York based company, has developed a proposal to refine the bauxite near a mine site in Guinea and export the refined product directly to the world market. As part of this program, there is a need to develop a port facility that will be used to export bulk alumina, and also to import other bulk commodities to support the refining operation. This paper describes the planning and design process associated with the port facility. It discusses navigational issues, ship operations, material handling and storage, yard operations, and rail operations. The paper also addresses the logistical issues associated with construction of a marine terminal in a remote location, and presents some of the unique engineering challenges, including dredging, reclamation, and material-handling equipment.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/835378</guid>
    </item>
    <item>
      <title>Modern Delivery of Construction Management Services with Emphasis on Environmental Risk Management for Projects in Marine and Tidal Areas</title>
      <link>https://trid.trb.org/View/835564</link>
      <description><![CDATA[Management of environmental related risk during construction is an integral part of construction management services. Environmental related risk is defined as noncompliance with environmental permits, approvals and regulations. The added and unanticipated costs and lost profits that arise as a result of noncompliance with environmental requirements can be onerous in terms of fines and project delays. Noncompliance with environmental requirements during construction can also impact valuable working relationships with the same regulatory agencies associated with an owner’s future projects. Thus, the permitting and approval process becomes more difficult, time-consuming, and expensive for the owner. There are many variables that can affect the risk that an ongoing construction project will encounter noncompliance with environmental regulations and requirements. The present regulatory environment in which projects are constructed continues to increase in complexity, both technically and dynamically, involving a multitude of regulatory agencies, permits and approvals, and a myriad of technical disciplines. Agencies frequently inspect projects under construction for compliance with permits and other regulatory requirements, and contractors propose means and methods that may not be in compliance with project permits or may require modifications to existing permits. The background and experience of the various engineers and contractors with regard to environmental compliance varies widely. This paper discusses management of environmental risks and actual examples associated with the “Replacement of the Third Avenue Bridge over the Harlem River” (3AB), located in the boroughs of Manhattan and the Bronx, in New York City, owned by the New York City Department of Transportation (DOT), and under construction (replacement) from 2001 - 2006. This was a bridge replacement project over a tidal watercourse, CSX railroad, an expressway, and local streets. The watercourse, the Harlem River, is a tidal body within the jurisdiction of the United States Coast Guard (USCG), Army Corps of Engineers (ACOE), and the New York State Department of Environmental Conservation (DEC). The project is in an urban area with motor vehicles (70,000 ADT), pedestrians, and marine traffic. The role of modern-day construction and construction management (CM) services, through attention to and management of risks with methods that include electronic and hard copy based documentation of Environmental Management Systems (EMS) are discussed. The discussion cites actual examples of implementation on the 3AB project.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/835564</guid>
    </item>
    <item>
      <title>Planning the Prince Rupert Container Terminal</title>
      <link>https://trid.trb.org/View/835377</link>
      <description><![CDATA[The port city of Prince Rupert is located on British Columbia’s rugged northwest coast. Its strategic Pacific Rim location offers shippers a shorter sailing time to Asia compared to both Vancouver and Seattle/Tacoma. The Prince Rupert Port Authority (PRPA) is currently converting an existing break bulk terminal to a new use as an intermodal container terminal. Phase 1 is now underway and is expected to accommodate up to 500,000 Twenty Foot Equivalent Units (TEUs) per year. Currently planned expansions could bring the total throughput capacity to some 1.5 million TEUs per year. This facility is the first major shipping terminal to be built in northern British Columbia in more than two decades and the first container facility to be built outside the Vancouver geographical area. Although the local community is small and generates little local container traffic itself, the port is served by an excellent Class 1 mainline rail connection to eastern Canada and the U.S. Midwest. This railway currently operates with excess capacity, providing the opportunity for rail bound container cargo to bypass port and rail congestion experienced at other West Coast ports. This unique combination of factors led to an unusual operational model where almost 100% of the cargo is destined for intermodal rail. As a result, a unique planning process was used for this prototype facility, focusing on the interrelationship between vessel and rail schedules.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/835377</guid>
    </item>
    <item>
      <title>Wharf Deepening Enabled by Modern Analysis Techniques</title>
      <link>https://trid.trb.org/View/835524</link>
      <description><![CDATA[The Port of Portland, in Portland, Oregon is dredging several berths at Terminal 6 to take advantage of deepening the lower Columbia River ship channel for larger ships. The terminal’s container wharf is supported by a series of 65-foot diameter steel cellular sheet pile cells and connecting arcs. Previous engineering studies using classical analysis methods determined the existing structure could not be deepened without adding significant structure such as new crane beam piling. Using advanced numerical soil-structure-interaction analysis, a design was developed that achieved goals at lower costs. These numerical analyses were based on back-calculated soil parameters from wharf deformations measured during construction. Numerical modeling forecast deflections for deeper dredged depth, seismic load performance, and showed how the soil and steel sheet piles share the vertical crane loads. The numerical analyses indicated that deflections would be limited to acceptable values, even though the classical analysis resulted in very low factors of safety based on “conventional wisdom”.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/835524</guid>
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      <title>Compaction Grouting of Loose Soil Beneath the West Coast's Largest Dry Dock</title>
      <link>https://trid.trb.org/View/835535</link>
      <description><![CDATA[The base slab of the largest dry dock on the west coast of the United States has experienced up to 5 inches of differential settlement under loading from large ships since its construction in the early 1960s. This settlement has resulted in a large depression in the dry dock floor. Soil borings and other geotechnical tests revealed a loose soil zone beneath the depression. Following geotechnical analyses and comparison of options, compaction grouting was judged to be the most appropriate method to improve the loose soils and mitigate ongoing settlement without requiring major structure repair or replacement of the dry dock base slab. Compaction grouting was performed in 2006 to densify the loose soil and extend the life of the dry dock structure. The design of the compaction grouting system from preliminary to final design, changes during construction, and grout operations and results are presented.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/835535</guid>
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    <item>
      <title>Integrating Air Emission Management into Port Planning, Engineering and Construction</title>
      <link>https://trid.trb.org/View/835409</link>
      <description><![CDATA[In recent years, the impact of port related air emissions has become a major concern of ports, port communities and air quality regulators around the nation. The pressure to reduce port related emissions while also accommodating projected cargo increases is one of the most significant challenges facing U.S. ports today. It is a technological, legal and political challenge. This paper is intended to provide a broad overview of the port air emission issue and how it is changing the business of port planning, engineering, and construction.]]></description>
      <pubDate>Fri, 05 Oct 2007 14:29:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/835409</guid>
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