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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Comparing Persistence and Fecundity of Florida-ecotype an Non-Florida-ecotype Wildflowers</title>
      <link>https://trid.trb.org/View/1505988</link>
      <description><![CDATA[Wildflower plantings by Florida DOT have long shown inconsistency in establishment from one site to the next. One theory for this was that the wildflower seed was predominantly purchased from the western plains states, thus not well adapted to the sub-tropical climate of Florida. An effort was initiated to select hardy plants that were adapted to FL conditions and call them “Florida-ecotype” or “Florida grown” seed. However, Florida grown seed are more expensive to purchase and often more difficult to procure. Therefore, it was later questioned if Florida grown seed are essential for new wildflower plants. Therefore, experiments were established in the fall of 2014 at Citra and Ona FL to test golden tickseed and partridge pea that were procured as both Florida grown and from western retailers. Regardless of seed origin, establishment was low and rather inconsistent. Even in plots where establishment did occur, partridge pea failed to produce viable seed in either location. Though golden tickseed did produce seed, germination was less than 40% for either seed source. In 2016, recruitment of new plants was almost non-existent for either species. By spring 2017, no new seedlings were observed in any site at either location. Because of the failure of the Florida grown and western grown seed, it is difficult to determine if either source is superior, or different in any way from the other.]]></description>
      <pubDate>Fri, 30 Mar 2018 16:31:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505988</guid>
    </item>
    <item>
      <title>Towards sustainable port development</title>
      <link>https://trid.trb.org/View/1504318</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 08 Mar 2018 09:36:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1504318</guid>
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    <item>
      <title>High noon for Sydney's overweight containers</title>
      <link>https://trid.trb.org/View/1237656</link>
      <description><![CDATA[At noon on 9 June it became mandatory for all trucks to be weighed on leaving DP World's terminal at Port Botany, Sydney Ports CEO and IAPH vice-president Grant Gilfillan explains.]]></description>
      <pubDate>Fri, 11 Jan 2013 12:31:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1237656</guid>
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    <item>
      <title>Native Plant Seed Program</title>
      <link>https://trid.trb.org/View/863970</link>
      <description><![CDATA[In 1995, the Department of Natural Resources (DNR) received a Partnership for Wildlife Grant for the Native Plant Seed Program. The grant period was from November 1994 through December 1996. This goal of the Native Plant Seed Program is to establish nursery beds to provide seed for Department lands, Department of Transportation (DOT) roadsides, and also for the private nurseries. Providing Foundation Seed stimulates the growth of the private nurseries.]]></description>
      <pubDate>Thu, 17 Jul 2008 09:23:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/863970</guid>
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    <item>
      <title>GENESIS AND COMPOSITION OF PEAT DEPOSITS</title>
      <link>https://trid.trb.org/View/119577</link>
      <description><![CDATA[A DETAILED BOTANICAL ANALYSIS IS PRESENTED OF THE HORIZONS OF FIVE PEAT DEPOSITS, RESPECTIVELY REPRESENTATIVE OF EACH OF THE TYPES OF PEAT DEPOSITS OF THE EXTENSIVELY CULTIVATED AREAS OF NEW YORK. IT WAS FOUND THAT: (1) THE SUCCESSION OF PLANT ASSOCIATIONS WHICH BRINGS ABOUT THE FORMATION OF A PEAT DEPOSIT IS A REFLECTION OF THE NATURE OF THE UNDERLYING MATERIAL, (2) THE QUALITY OF THE PEAT LAND IS DIRECTLY CONNECTED TO THE NATURE OF THE MATERIAL ON WHICH IT RESTS, (3) THREE PRINCIPAL TYPES OF PEAT (WOODY, SEDIMENTARY AND FIBROUS) ARE USUALLY FOUND IN THE SAME PEAT DEPOSIT, IN DIFFERENT LAYERS, (4) THE TYPES OF PEAT FOUND IN ONE DEPOSIT WERE ARRANGED IN THE FOLLOWING ORDER FROM TOP TO BOTTOM: WOODY PEAT, FIBROUS PEAT AND SEDIMENTARY PEAT, AND (5) CLIMATE, TOPOGRAPHY AND WATER RELATIONSHIPS ARE IMPORTANT FACTORS IN THE NATURAL DEVELOPMENT OF A PARTICULAR TYPE OF PEAT.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:24:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/119577</guid>
    </item>
    <item>
      <title>PEATS OF NEW JERSEY AND THEIR UTILIZATION. GEOLOGICAL SERIES</title>
      <link>https://trid.trb.org/View/117882</link>
      <description><![CDATA[A GENERAL DESCRIPTION OF THE NATURE AND ORIGIN OF PEAT IS PRESENTED, INCLUDING: (1) PEAT TERMINOLOGY, (2) PEAT TYPES AND SYSTEMS OF CLASSIFICATIONS, (3) CLIMATOLOGICAL, GEOLOGICAL AND BOTANICAL FACTORS INVOLVED IN PEAT FORMATION, (4) CHEMICAL COMPOSITION OF PEATS, (5) PHYSICAL AND PHYSIO- CHEMICAL PROPERTIES OF PEATS AND PEAT SOILS, (6) MICROBIOLOGY OF PEATS, (7) UTILIZATION OF PEAT FOR AGRICULTURAL PURPOSES, AND (8) INDUSTRIAL UTILIZATION OF PEAT.]]></description>
      <pubDate>Sun, 15 Aug 2004 01:41:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/117882</guid>
    </item>
    <item>
      <title>MANAGEMENT OF A FEDERALLY LISTED PLANT SPECIES IN THE HIGHWAY RIGHT OF WAY</title>
      <link>https://trid.trb.org/View/688344</link>
      <description><![CDATA[The objective of this project was to move the management of this species beyond a project-by-project basis, by developing a management plan to cover necessary highway maintenance activities.  There are 10 species of plants in Washington State that are listed as threatened or endangered under the federal Endangered Species Act.  One species, showy stickseed Hackelia venusta, occurs within the Washington State Department of Transportation (WSDOT) right-of-way of SR 2, in Tumwater Canyon, along with four other rare plant species.  Tumwater Canyon is located in the Wenatchee National Forest (WNF), and a portion of the canyon has been designated the Tumwater Botanical Area, which is managed as a Special Interest Area.  The potential for conflicts between the management of rare plants and public transportation has long been recognized for this section of the canyon.]]></description>
      <pubDate>Mon, 09 Feb 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/688344</guid>
    </item>
    <item>
      <title>BOTANY TRADER</title>
      <link>https://trid.trb.org/View/455715</link>
      <description><![CDATA[The article describes the 12,400dwt chemical BOTANY TRADER built by Societa Esercizio Centieri.  Principal particulars of the vessel are: propulsion                                     MAN B&W 6L 48/60 length, overall                                            139m length, between perpendiculars                           126.40 breadth, moulded                                         21.25m depth, moulded                                           10.45m draught, design                                           8.10m tonnage, deadweight                                     12,400t speed, trial                                         15.5 knots cargo tank capacity                                    14,000m3]]></description>
      <pubDate>Mon, 04 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455715</guid>
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    <item>
      <title>VEGETATION AND ENVIRONMENTAL GRADIENTS OF THE PRUDHOE BAY REGION, ALASKA.</title>
      <link>https://trid.trb.org/View/521487</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 11 Sep 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/521487</guid>
    </item>
    <item>
      <title>MODEL STUDY OF ENVIRONMENTAL COMPATIBILITY BY SECTOR. RESEARCH INTO IMPROVEMENTS IN THE ROOTING OF ROADSIDE PLANTINGS</title>
      <link>https://trid.trb.org/View/243894</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/243894</guid>
    </item>
    <item>
      <title>DESIGNING HIGHWAYS SITUATED IN AREAS OF DRIFTING SNOW (UTFORMING AV VEGER I DRIVSN0OMRADER)</title>
      <link>https://trid.trb.org/View/62404</link>
      <description><![CDATA[This report describes the use of climatic data for the design of highways situated in areas with drifting snow. It also concentrates on the cross sectional design of such highways. Three methods for snow depth surveying are tested and described. The report concludes that a combination of tachymetric and botanical methods is generally recommended for the surveying of snowdepths when planning mountain highways. (Author)]]></description>
      <pubDate>Thu, 17 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62404</guid>
    </item>
    <item>
      <title>DESIGN OF ROADS IN SNOW DRIFTING AREAS</title>
      <link>https://trid.trb.org/View/33431</link>
      <description><![CDATA[This report describes the use of climatic data for the design of highways situated in areas with drifting snow. It also concentrates on the cross sectional design of such highways.  The winterproblems in connection with all- seasonal highways may be divided into the following four groups:  The problems of: (1) Snow clearing, (2) Sight, (3) Operation, and (4) Security.  With the strong and effective maintenance equipment available, it seems that the problems with sight and avoidance of panic after minor accidents are the main issues to be solved.  The relation between the sightlengths and the wind conditions have been studied along the Haukeli road (E76) in the southern part of Norway.  These studies show that free traffic had to be closed down and convoys arranged, under the following conditions: (1) Wind speed exceeding 13 meters per sec with simultaneous snowfall, and (2) Wind speed exceeding 17 meters per sec without snowfall.  In convoys, cars are permitted to pass the mountain region only when accompanied by a snowclearing truck.  Three methods for snowdepth surveying are tested and described: (1) The traditional method of snowdepth measuring combined with tachymetric surveying; (2) The photogrammetric method: comparing summer and winter air photos of the surface; and (2) A method using botanical information.  The length of the snowcover is a critical factor for the plants and is reflected in the distribution of the particular species. The report concludes that a combination of the tachymetric and botanical methods in generally recommended for the surveying of snowdepths when planning mountain highways. To find the optimum shape of the cross section of highways in snow drifting areas, models where tested in a water flume.  Sand with grain diameter in the range of 0.15 to 0.30 millimeters was found to give the best fulfillment of the laws of simulitude.  The model scale used was 1:100 and the water velocity in the flume was 1.3 meter per sec.  This speed corresponds to a wind speed of 16 meters per sec. The results from practical and model experiment have lead to the following recommendations for the cross sectional design of a mountain highway: 1. The height of a fill should at least equal the mean snowdepth in the area.  In areas with extremely bad climate, i.e. more than 15 days pr months with windspeed above 11 meters per sec, 50 centimeters should be added to the recommended height.  The top of the fill should be well rounded.  The radius of curvature should equal twice the height of the fill.  The slope of the fill wassl may be as steep as 1:2 when the top is rounded.  Guardrails should be avoided.  They can be replaced by the use og gentle slopes.  2. Snow clearing is quite difficult in cuts. Therefore it is extremely important to provide enough room for snow storing in cuts.  The best way to accomplish this is to make one of the cut slopes horizontal.  If the wind direction is predominantly against the terrain slope, the dam side should be designed as specified for fills.  The ditch on the cut side should be made more than 3 meters wide.  If the wind blows downhill, it is necessary to decrease the cut slope to prevent the traffic lane from lying in an eddy zone.  The angle between a line drawn from the surface of the snow cover at the top of the cut slope to the road edge, and the natural slope should be less than or equal to 1:6.5.  In areas with moderate snowdrift, it is sufficient to widen the cut with a ditch, e meters wide. Snow gathered in this ditch has to be cleared away after each major snow storm.  /Author/]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33431</guid>
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