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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>An Assessment of the Feasibility of Developing a National Scenic Highway System Report to Congress</title>
      <link>https://trid.trb.org/View/2398096</link>
      <description><![CDATA[This report presents a discussion of issues, costs, and recommendations from a study of the feasibility of developing a national scenic highway system. It was carried out in accordance with the provisions of section 134(a) of the Federal-Aid Highway Act of 1973. The report was prepared by the Federal Highway Administration and draws heavily upon work of the contractor, The Institute for Analysis and Fact Research Incorporated, and the advice and guidance of an advisory committee composed of members from the U.S. Department of Transportation, U.S. Department of Housing and Urban Development, U.S. Department of the Interior, U.S. Department of Agriculture, American Association of State Highway and Transportation Officials, and the Commission on Highway Beautification. It is based on information provided by 49 States, District of Columbia, Puerto Rico, Forest Service, National Park Service, Bureau of Land Management, and Bureau of Indian Affairs. Other public and private groups were also consulted in the preparation of the report. The report identifies five major issue areas regarding scenic highways. These include national designation, corridor protection and scenic enhancement, complementary facilities, urban emphasis and energy efficiency, and national connectivity.]]></description>
      <pubDate>Sat, 06 Jul 2024 17:33:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2398096</guid>
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      <title>100th Anniversary – An Evolving Partnership</title>
      <link>https://trid.trb.org/View/1334528</link>
      <description><![CDATA[In honor of the 100th anniversary of the American Association of State Highway and Transportation Officials (AASHTO), this article looks at the State-Federal collaboration during the interstate era. Though construction of the interstate system began in 1956, the history of the system dates back to the 1930s, during which proposals for transcontinental superhighways were common. However, it was not until President Eisenhower signed the Federal-Aid Highway Act of 1956 that the interstate system was truly established. The construction of the interstate system was driven by the partnership of AASHTO and the Federal Highway Administration. AASHTO continues to work to meet the challenges of the United States transportation network.]]></description>
      <pubDate>Mon, 29 Dec 2014 11:10:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1334528</guid>
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      <title>National transportation planning: Lessons from the U.S. Interstate Highways</title>
      <link>https://trid.trb.org/View/1304758</link>
      <description><![CDATA[As developing countries rapidly adopt the automobile, questions of how they should build transportation institutions and policies loom large. This paper interprets from the U.S. experience with national highway construction, drawing several lessons that are pertinent both in developing and developed countries. In the U.S., the 1956 Interstate Highway Act codified a national road building program with centralized, federal leadership, financed by fuel taxes and hence designed to serve motorists, with little appreciation for the resulting impacts on cities and metropolitan areas. The U.S. experience illustrates that national transportation planning is best conceived as two systems – one inter-metropolitan and one intra-metropolitan – and that the institutions, goals, methods, and financing instruments for those two systems should differ. The U.S. institutions and policies were well suited to building a national, inter-metropolitan ground transport system, but are ill suited to the era of maintenance, externality management, and urban transportation that followed.]]></description>
      <pubDate>Mon, 14 Apr 2014 10:10:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1304758</guid>
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      <title>The Federal-Aid Highway Act of 1962</title>
      <link>https://trid.trb.org/View/1300356</link>
      <description><![CDATA[No abstract]]></description>
      <pubDate>Tue, 11 Mar 2014 09:23:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1300356</guid>
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      <title>Busting the Trust</title>
      <link>https://trid.trb.org/View/1260460</link>
      <description><![CDATA[The Federal-Aid Highway Act of 1973 has reached its fortieth anniversary. The legislation, signed by President Richard Nixon on August 13, 1973, authorized three years of funds for highway and safety categories and increased funding for the Urban Mass Transportation Administration (UMTA). In honor of this anniversary, this article looks back at the social, economic, and environmental factors that made it possible. An earlier act, the Federal-Aid Highway Act of 1956, had caused a great deal of controversy due to residents and businesses losing their homes, neighborhoods and stores to the development of the interstates. There were protests throughout the 1960s. Many transit supporters fought to divert funding to transit projects. In the 1960s, only minor aid was provided for transit. The first major Federal investment in mass transit was the Urban Mass Transportation Assistance Act of 1970. In the early 1970s, the country faced an energy crisis, with gas shortages, long lines at service stations, and a national dialogue on how to cut the country’s oil consumption. One of the methods was through increased public transit, which the Federal-Aid Highway Act of 1973 made happen.]]></description>
      <pubDate>Fri, 06 Sep 2013 07:47:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1260460</guid>
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      <title>The Federal-Aid Highway Act of 1962: Legislation with a Lasting Impact</title>
      <link>https://trid.trb.org/View/1244353</link>
      <description><![CDATA[The Federal-Aid Highway Act of 1962 included a few new provisions, most notably the provisions for planning. In contrast to the drawn-out debates that have characterized reauthorizations of surface transportation programs in recent decades, the 1962 legislation took a simple path to passage—almost a textbook civics lesson in how governmental processes should work. The President proposed and Congress disposed; strong Executive Branch and Congressional leadership applied throughout the process. The Kennedy Administration made its views on transportation policy known in April 1962, and less than seven months later, the new act came to fruition—notably, with little controversy. President Kennedy signed the act on October 23, 1962. The legislation was regarded as a notable achievement at the time and has had a wide-ranging and positive impact on U.S. transportation policy to this day.]]></description>
      <pubDate>Mon, 25 Feb 2013 13:52:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1244353</guid>
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      <title>Metropolitan Transportation Planning: An Abbreviated History of the First 50 Years</title>
      <link>https://trid.trb.org/View/1244350</link>
      <description><![CDATA[The urban planning provisions of the Federal-Aid Highway Act of 1962 were pivotal in the transition of the highway program from a rurally oriented, civil engineering–based activity to a new framework that had a major urban component and that was multimodal, interdisciplinary, and involved local officials. The authors present the developments, influences, and workings that have shaped the practice of metropolitan transportation planning.]]></description>
      <pubDate>Mon, 25 Feb 2013 13:52:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1244350</guid>
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      <title>Working Through the Evolving Legacy of Metropolitan Transportation Planning</title>
      <link>https://trid.trb.org/View/1244347</link>
      <description><![CDATA[The 1962 Federal-Aid Highway Act mandated metropolitan transportation planning; federal guidance defined the scope and nature of the technical process, providing training and developing a set of fundamentals, building competency and establishing the foundations of a new practice. The 50th anniversary of this legislation provided the opportunity to provide a sense of that productive period to the current generation of planners. This article provides an introduction to the accompanying feature article and sidebars.]]></description>
      <pubDate>Mon, 25 Feb 2013 13:52:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1244347</guid>
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    <item>
      <title>The On-The-Job Training Program Guidelines</title>
      <link>https://trid.trb.org/View/1238107</link>
      <description><![CDATA[The Federal Aid Highway Act of 1968 was passed by the 91st Congress. It included a special section devoted to promoting and insuring Equal Employment Opportunity (hereinafter referred to as EEO) in the field of Federal-Aid highway construction. The Act outlined how the incorporation of equal opportunity legislation and regulations would be accomplished and reiterated that inclusion of these provisions reflected the congressional commitment to the development of an effective equal employment opportunity program. Under the Federal Aid Highway Act of 1968, the inclusion of an approved affirmative action plan became an important element in the pre-qualification of contractors for federal aid projects. The On-The-Job (OJT) Program was identified as one specific area of Equal Employment Opportunity. This On-The-Job Training Guidelines Manual will provide contractors who are involved in the Delaware Department of Transportation (hereinafter referred to as DelDOT) federally-assisted highway construction projects and charged with the implementing and monitoring of the On-The-Job Training Program with a user friendly guidebook. The On-the Job Training Program is a tool to ensure non-discrimination in hiring, employment and training and training practices and to meet the goals of training and retaining women, minorities, and disadvantaged persons in the highway construction industry.]]></description>
      <pubDate>Fri, 25 Jan 2013 13:29:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1238107</guid>
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    <item>
      <title>The Federal Aid Highway Act of 1956 -- Its Implications, Benefits and the Problem of Highway Cost Allocation</title>
      <link>https://trid.trb.org/View/1219456</link>
      <description><![CDATA[The Federal-Aid Highway Act of 1956 and its companion bill, the Highway Revenue Act of 1956, approved June 29, 1956, as Public Law 627 of the 84th Congress, initiated significant changes in federal responsibility for the development of highways in the United States. Appropriations for all Federal Aid Systems were increased, but greatest emphasis was pieced upon providing funds to complete the National System of Interstate and Defense Highways by 1972. The Highway Act also provided that the standards of the Interstate System are to be adequate to accommodate the types and volumes of traffic forecast for the year 1975. The development of an adequate highway system will require cooperation at the local, state and national level both public and private. It will require public understanding. The program will have some inertia, but full development will become more apparent when the lead time is overcome, especially in urban areas. It will also require a balanced program of interstate, state, and local highway construction. The crux of the highway problem simmers down to the long-range pricing of transportation in a competitive market. It is through this medium that the several states and the federal government through the Bureau of Public Roads may contribute most effectively to the development of the transportation industry, of transportation policy, and of the welfare of the nation.]]></description>
      <pubDate>Fri, 16 Nov 2012 08:54:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1219456</guid>
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    <item>
      <title>Highway Highlights of 1956 and the Challenge Ahead : Technical Paper</title>
      <link>https://trid.trb.org/View/1219443</link>
      <description><![CDATA[The paper is a discussion of the Federal Highway Act of 1956 and the development of highways during 1956. It includes historical, existing, formulative, and speculative information. It refers to past and future development of a highway system of about 3.4 million miles over which more than 65 million motor vehicles, including nearly 11 million trucks, traveled approximately 600 billion vehicle miles in 1956. It also refers to some of the obstacles to be encountered in improving the system to withstand the predicted 81 million motor vehicles in 1965, and more in 1975. This paper was presented at the 39th Annual Tennessee Highway Conference April 11-12, 1957.]]></description>
      <pubDate>Thu, 15 Nov 2012 12:33:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1219443</guid>
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    <item>
      <title>Recognizing the 50th Anniversary of the Interstate Highway System</title>
      <link>https://trid.trb.org/View/873698</link>
      <description><![CDATA[On June 29, 1956, President Dwight D. Eisenhower signed the Federal-Aid Highway Act of 1956 which established a 41,000-mile National System of Interstate and Defense Highways, known today as the Interstate Highway System. That same year, the Congress also passed, and President Eisenhower signed, the Highway Revenue Act, creating the Highway Trust Fund, a budgetary mechanism to finance United States highway programs through user fee taxes, principally the Federal gas tax. From 1956, when the Interstate system was established, this web of superhighways has grown to now span a total of 46,876 miles throughout the United States, and has helped create an unprecedented economic expansion and opportunities for millions of Americans. H. Con. Res. 372 recognizes the Anniversary of the Interstate Highway System and recognizes the achievements of State departments of transportation, the highway construction industry and the Federal Highway Administration for their contributions to the construction of the Interstate Highway System and the quality of life of the citizens of the United States.]]></description>
      <pubDate>Tue, 25 Nov 2008 07:33:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/873698</guid>
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    <item>
      <title>The National System of Interstate and Defense Highways Featuring Iowa's Interstate System</title>
      <link>https://trid.trb.org/View/839871</link>
      <description><![CDATA[This booklet presents the history of Iowa's interstate highway system and notes that the National System of Interstate and Defense Highways celebrates its 40th anniversary the year the booklet was published.   The history and relevant facts of both the highway system in Iowa and the national highway system are presented and detailed.  Topics discussed include national security, the Federal Aid Highway Act of 1956, the importance of the Interstate to Iowans, construction of Iowa's interstate highway system, and funding dilemmas for today's highways.]]></description>
      <pubDate>Wed, 14 Nov 2007 11:59:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/839871</guid>
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    <item>
      <title>Taking Stock: As the USA Celebrates the Fiftieth Anniversary of its Huge Interstate System, Engineers Are Deep in Debate Over Which Parts Should Be Given Legal Protection</title>
      <link>https://trid.trb.org/View/809389</link>
      <description><![CDATA[The United States interstate system is maintained by individual state departments of transportation, as well as the Federal Highway Administration. The Federal-Aid Highway Act of 1956 brought the system to fruition. The interstate system has had tremendous political and socioeconomic impact. The author discusses National Register of Historic Places listing eligibility for portions of the interstate system as it turns fifty. Historic listing would make review of proposed changes affecting section integrity potentially expensive, as well as painstaking. After FHWA review, it was concluded that historic eligibility should be addressed from a national, rather than a state, perspective, and a national context statement was prepared. To avoid problems caused by system size, most ramps, interchanges, tunnels, bridges and roads are exempted from historic eligibility. Other structures, such as certain bridges, or areas designed for particularly sensitive response to environmental issues, may be eligible. Issues for determining bridge eligibility are discussed. The author includes historical background on the interstate system, including how Dwight D. Eisenhower's interest in the interstate was influenced by the German autobahn system, established in the 1930s. The author concludes with discussion of historic preservation efforts in regard to German motorways.]]></description>
      <pubDate>Thu, 31 May 2007 07:29:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/809389</guid>
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    <item>
      <title>America's Interstates: The Next 50 Years: New Funding, Technology, Materials, and Methods Will Shape a Generation of Roads</title>
      <link>https://trid.trb.org/View/809228</link>
      <description><![CDATA[The author outlines a century of interstate highway transportation--the half-century which has passed since President Eisenhower signed the Federal-Aid Highway Act of 1956, and the half-century still to come. The interstate system has helped to improve road safety, reduce local and state road congestion, and strengthen U.S. economic growth. With significant population growth (81.5%), as well as licensed drivers (163.5%) since 1956, and still more growth from today's statistics projected for the next fifty years (potentially 46.6% for population and 86.9% for licensed drivers), the interstate system needs to be expanding even faster than it is. Focus is needed on traffic growth's intermodal nature. Alternative interstate funding sources, including tolling and public private partnerships, are being discussed. Inserts include an interstate system origin timeline; a profile of a pioneering Arizona contractor's work in the 50s and 60s; how studying interstate design influenced a Pennsylvania bridge builder; how a paver in Iowa fared in the 60s and 70s; interstate-centered business development for a Houston contractor; how a Wyoming contractor learned on-the-job during interstate construction projects; and activities undertaken by the Kansas company awarded the very first interstate contract. Photographs spanning half a century of interstate highway construction and use complement the article.]]></description>
      <pubDate>Fri, 25 May 2007 10:35:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/809228</guid>
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