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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>CONSEQUENCES OF INADEQUATE SURVEYS</title>
      <link>https://trid.trb.org/View/120140</link>
      <description><![CDATA[THE LEGAL AND ECONOMIC CONSEQUENCES OF INADEQUATE SURVEYS ARE BEST ILLUSTRATED BY ACTUAL EXAMPLES. CONSEQUENCES OCCUR FROM BOTH PROPERTY AND CONSTRUCTION SURVEYS. EXAMPLES OF BOTH ARE GIVEN. GORES AND OVERLAYS ARE TWO COMMON PROBLEMS CREATED BY INADEQUATE SURVEYS. INADEQUATE PROPERTY ACQUISITION MAPS CAUSE EXCESSIVE CONDEMNATION OF PROPERTY AND INCREASE COSTS. PROBLEMS ARE SOMETIMES CREATED BY INACCURATE SURVEYS MADE YEARS BEFORE THE DIFFICULTY BECOMES KNOWN. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:34:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/120140</guid>
    </item>
    <item>
      <title>TEN-YEAR RESEARCH PROGRAM IN SURVEYING AND MAPPING</title>
      <link>https://trid.trb.org/View/118166</link>
      <description><![CDATA[THIS PAPER DISCUSSES THE PHILOSOPHY OF THE LONG-RANGE RESEARCH PROGRAM DRAFTED BY THE SURVEYING AND MAPPING DIVISIONS RESEARCH AND DEVELOPMENT COMMITTEE. THE AUTHOR DEMONSTRATES THE NEED FOR THE PROGRAM AND THE VITAL INTEREST OF ASCE IN ITS IMPLEMENTATION. THE PROPOSED RESEARCH COULD BE CARRIED OUT IN A COORDINATED PROGRAM BY USING THREE SEPARATE KINDS OF RESEARCH FACILITIES: UNIVERSITIES, PRIVATE FIRMS, AND GOVERNMENT AGENCIES. FUNDING OF THE PROGRAM WOULD BE A MAJOR PROBLEM. POTENTIAL SOURCES OF FUNDS INCLUDE: PRIVATE SURVEYING AND MAPPING FIRMS, EQUIPMENT MANUFACTURERS, PUBLIC AND PRIVATE FOUNDATIONS, GOVERNMENT MAPPING AGENCIES, AND RESEARCH-INDUSTRY ORGANIZATIONS. THE PROGRAM WOULD REQUIRE STRONG BACKING BY INFLUENTIAL REPRESENTATIVES OF PROFESSIONAL SOCIETIES, INDUSTRY, EDUCATION AND GOVERNMENT. ASCE COULD EXPEDITE THE PROGRAM BY SERVING AS A CLEARING HOUSE AND CATALYTIC AGENT IN GETTING THE RESEARCH DONE IN A SYSTEMATIC MANNER. /AUTHOR/]]></description>
      <pubDate>Sun, 15 Aug 2004 01:48:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/118166</guid>
    </item>
    <item>
      <title>GRAVITY AND GRADIENTS OF LONG TUNNELS</title>
      <link>https://trid.trb.org/View/124028</link>
      <description><![CDATA[EFFECTS OF DISTURBANCES IN THE LOCAL GRAVITY FIELD OF THE EARTH ON GRADIENTS OF LONG TUNNELS IS EXPLORED AND A SIMPLE METHOD OF LOCATING ANY PARTICULAR GEOPOTENTIAL HORIZON IN A PILOT SHAFT SUGGESTED, USING PREY'S FORMULA AND GEOPOTENTIAL OR RELATIVE GEOPOTENTIAL NUMBERS. LITTLE DIFFICULTY WITH GRADIENTS OF LONG TUNNELS NEED BE ANTICIPATED FROM NATURALLY OCCURRING GRAVITY ANOMALIES, EVEN IF THESE ARE AS LARGE AS 500 MGALS. AS LONG AS HEIGHT DIFFERENCING IS INVOLVED, DETERMINATION OF SHAFT DEPTHS TO GIVEN LEVEL SURFACES REMAINS SIMPLE. THE 51-MILE LONG ORANGE-FISH TUNNEL (CURRENTLY UNDER CONSTRUCTION, 1969) IN SOUTH AFRICA'S CAPE PROVINCE IS CHOSEN AS A PRACTICAL EXAMPLE. IT IS SHOWN THAT THE INVERT LEVEL OF THE TUNNEL'S NO. 2 SHAFT NEEDS ONLY A CORRECTION OF -0.15 FT. RELATIVE TO THE INLET END OF THE TUNNEL 14 MILES AWAY. SUCH CORRECTION WILL CREATE NO ENGINEERING PROBLEM IN MAINTAINING THE 1 IN. 2,000 GRADIENT OF THE TUNNEL OR IN CONSTRUCTION OF THE CONCRETE LINING. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124028</guid>
    </item>
    <item>
      <title>RIGHT-OF-WAY SURVEYS</title>
      <link>https://trid.trb.org/View/93500</link>
      <description><![CDATA[THIS REPORT CONSISTS OF A GROUP OF PAPERS: COOPERATION IN RECONNAISSANCE SURVEYS BY JAMES A. LINDSEY, JOHN A. DEARINGER, WILLIAM T. WAMBACH, UTILIZATION OF AERIAL PHOTOGRAPHY AND PHOTOGRAMMETRIC MAPS IN PRESERVING THE LOCATION OF SURVEY MONUMENTS, J. B. DERBY AND G. H. PESMAN, PRESERVATION OF MONUMENTATION, DOUGLAS W. HOPKINS AND JOE A. HICKS, RIGHT-OF-WAY DESCRIPTIONS AND PLATS, GURDON H. WATTLES. LOCAL SURVEYORS HAVE DATA WHICH CAN ASSIST RIGHT- OF-WAY ACQUISITION AND RECORDS THEREOF. AERIAL PHOTOGRAPHIC TECHNIQUES PROVIDE A MEANS OF OBTAINING AND RECORDING VALUABLE SURVEY DATA. DATA ON MONUMENTS AND DURABILITY ARE PRESENTED. DATA ON DESCRIPTIONS AND PLATS ARE PRESENTED. /AUTHOR/]]></description>
      <pubDate>Fri, 04 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93500</guid>
    </item>
    <item>
      <title>RELATIONSHIP OF OFFSET CENTER LINE TO GIVEN BASE LINE</title>
      <link>https://trid.trb.org/View/90509</link>
      <description><![CDATA[A METHOD IS PRESENTED FOR DETERMINING THE CENTER-LINE STATIONS AND THEIR RIGHT ANGLE OR RADIAL OFFSET FROM BASE- LINE STATIONS. THE BASE LINE AND CENTER LINE MAY BE COMPOSED OF SIMPLE CURVES AND THEIR CONNECTING TANGENTS. THE METHOD OF SOLUTION IS BASED ON COORDINATE GEOMETRY. COORDINATES OF THE BASE-LINE AND CENTER-LINE STATIONS ARE COMPUTED AS A PART OF THE SOLUTION OR PROVISION MADE FOR THEIR DETERMINATION. THE USE OF THE METHOD IS DEMONSTRATED BY FOUR ILLUSTRATIVE EXAMPLES USING WORKSHEETS ARRANGED IN A TABULAR FORM. THE METHOD COULD BE READILY PROGRAMMED FOR SOLUTION BY DIGITAL COMPUTER. /AUTHOR/]]></description>
      <pubDate>Tue, 12 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90509</guid>
    </item>
    <item>
      <title>AERIAL TRIANGULATION USING INDEPENDENT PHOTO PAIRS - DISCUSSION</title>
      <link>https://trid.trb.org/View/90512</link>
      <description><![CDATA[SANDOR VERES HAS PRESENTED AN INFORMATIVE AND INTERESTING REVIEW OF THE THREE DIFFERENT METHODS USED TO DROP CONTROL FROM HIGH FLOWN TO LOW FLOWN MODELS. ALTHOUGH THIS APPROACH CONSIDERABLY REDUCES THE QUANTITY OF GROUND CONTROL NECESSARY FOR MAPPING, THERE SEEMS TO BE LITTLE JUSTIFICATION FOR CLASSIFYING IT AS AEROTRIANGULATION. TO THE BEST OF THE WRITERS KNOWLEDGE, THE TERM AEROTRIANGULATION BY THE METHOD OF INDEPENDENT PAIRS, WHICH WAS USED BY VERES, IS BEING USED IN PHOTOGRAMMETRIC LITERATURE TO DESCRIBE A COMPLETELY DIFFERENT CONCEPT. IN CONTRAST TO THE METHOD OF AEROTRIANGULATION BY CONNECTION OF SUCCESSIVE PHOTOGRAPHS /BETTER KNOWN AS THE FOLGEBILDANSCHLUSS/ WHERE THE SCALE AND THE ORIENTATION IN SPACE ARE TRANSFERRED FROM ONE STEREO-MODEL TO THE SUCCEEDING MODEL IN THE TRIANGULATION INSTRUMENT, THE METHOD OF AEROTRIANGULATION BY INDEPENDENT PAIRS INVOLVES THE FORMATION AND MEASUREMENT OF SUCCESSIVE MODELS EACH HAVING ITS OWN INDIVIDUAL SCALE AND ORIENTATION IN SPACE. THE FORMATION OF THE STRIP BY CONNECTING EACH MODEL TO ITS PREDECESSOR IS NORMALLY DONE BY COMPUTATIONS OUTSIDE THE TRIANGULATION INSTRUMENT. THE BASIC PROBLEM IN THIS APPROACH IS ESSENTIALLY THAT OF TRANSFORMING THE COORDINATES OF POINTS MEASURED WITH RESPECT TO A SYSTEM PECULIAR TO A GIVEN MODEL TO A SYSTEM COMMON TO THE ENTIRE STRIP. A VARIETY OF METHODS IS USED TO SOLVE THIS PROBLEM. THUS, IT MIGHT BE INADVISABLE TO USE THE TERM AEROTRIANGULATION WITH INDEPENDENT PAIRS IN CONNECTION WITH THE METHODS EVALUATED BY VERES. THE POPULAR TERM DROPPING CONTROL FROM HIGH FLOWN TO LOW FLOWN MODELS SEEMS TO ADEQUATELY DESCRIBE THIS CONCEPT.]]></description>
      <pubDate>Tue, 12 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90512</guid>
    </item>
    <item>
      <title>POSITIVE AREA CALCULATIONS BY COORDINATES</title>
      <link>https://trid.trb.org/View/93420</link>
      <description><![CDATA[THE AREA ENCLOSED BY A MULTISIDED POLYGON CAN BE DETERMINED ONCE THE COORDINATES OF THE POLYGON POINTS ARE KNOWN. BY THE USE OF GREENS THEOREM A METHOD IS OBTAINED WHICH RESULTS IN A FORMULA FOR AREA CALCULATION BY COORDINATES THAN ALWAYS RESULTS IN A POSITIVE VALUE FOR THE AREA. MOST SURVEYING TEXTS GIVE FORMULAS THAT RESULT IN A NEGATIVE VALUE FOR AREA. RULES ARE GIVEN THAT ASSURE A POSITIVE-VALUED AREA. /ASCE/ REFERENCES' POSITIVE AREA CALCULATIONS BY COORDINATES, GRIGGS, FRANCIS E., JR., JOURNAL OF THE SURVEYING AND MAPPING DIVISION, ASCE, VOL. 93, NO. SU1, PROC. PAPER 5066, JANUARY, 1967, PP. 1-4, 1 FIG.]]></description>
      <pubDate>Wed, 15 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93420</guid>
    </item>
    <item>
      <title>LAND SURVEY IMPLICATIONS OF RIGHT-OF-WAY SURVEYS</title>
      <link>https://trid.trb.org/View/93421</link>
      <description><![CDATA[THE DEMANDS OF MODERN HIGHWAYS HAS NOT ONLY TREMENDOUSLY INCREASED THE LAND AREAS REQUIRED BUT HAS ALSO INTENSIFIED AND INTRODUCED ADDITIONAL RESPONSIBILITIES FOR LAND SURVEYORS IN RIGHT-OF-WAY SURVEYS. MOST OF THE WORK MUST BE ACCOMPLISHED WITHIN SPECIFIC TIME SCHEDULES AND MUST BE COORDINATED WITH OTHERS IN THE HIGHWAY PROGRAM. TO MEET THESE SCHEDULES AND TO DECREASE THE WORK LOAD AND EXPENSE, THE SURVEY OF ENTIRE PROPERTIES MAY NOT BE REQUIRED. INSTEAD, ACCURATE TIES TO PROPERTY CORNERS, AT LEAST ONE OF WHICH MUST BE OUTSIDE THE TAKING AREA, AND STRICT ADHERENCE TO TECHNIQUES DESIGNED TO PRODUCE THE DESIRED ACCURACY ARE USED. THE SURVEYOR MUST BE CONSCIOUS OF THE EFFECT HIS ACTIONS AND PRODUCTS HAVE ON PUBLIC RELATIONS. HIS ERRORS, OMISSIONS, AND LACK OF CONSIDERATION TO AFFECTED PROPERTY OWNERS REFLECT ON THE HIGHWAY DEPARTMENT AND MAY PROVE TO BE INSURMOUNTABLE BARRIERS TO AMICABLE NEGOTIATIONS FOR THE REQUIRED RIGHT OF WAY. /ASCE/]]></description>
      <pubDate>Wed, 15 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93421</guid>
    </item>
    <item>
      <title>LAND SURVEY IMPLICATIONS OF RIGHTS-OF-WAY SURVEYS</title>
      <link>https://trid.trb.org/View/124368</link>
      <description><![CDATA[THE DEMANDS OF MODERN HIGHWAYS HAVE NOT ONLY TREMENDOUSLY INCREASED THE LAND AREAS REQUIRED, BUT HAVE ALSO INTENSIFIED AND INTRODUCED ADDITIONAL RESPONSIBILITIES FOR LAND SURVEYORS IN RIGHT-OF-WAY SURVEYS. MOST OF THE WORK MUST BE ACCOMPLISHED WITHIN SPECIFIC TIME SCHEDULES AND MUST BE COORDINATED WITH OTHERS IN THE HIGHWAY PROGRAM. TO MEET THESE SCHEDULES AND TO DECREASE THE WORK LOAD AND EXPENSE, THE SURVEY OF ENTIRE PROPERTIES MAY NOT BE REQUIRED. INSTEAD , ACCURATE TIES TO PROPERTY CORNERS, AT LEAST ONE OF WHICH MUST BE OUTSIDE THE TAKING AREA, AND STRICT ADHERENCE TO TECHNIQUES DESIGNED TO PRODUCE THE DESIRED ACCURACY ARE USED . THE SURVEYOR MUST BE CONSCIOUS OF THE EFFECT HIS ACTIONS AND PRODUCTS HAVE ON PUBLIC RELATIONS. HIS ERRORS, OMISSIONS , AND LACK OF CONSIDERATION TO AFFECTED PROPERTY OWNERS REFLECT ON THE HIGHWAY DEPARTMENT AND MAY PROVE TO BE INSURMOUNTABLE BARRIERS TO AMICABLE NEGOTIATIONS FOR THE REQUIRED RIGHT OF WAY. /AUTHOR/]]></description>
      <pubDate>Sun, 05 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124368</guid>
    </item>
    <item>
      <title>SLOPE TAPING</title>
      <link>https://trid.trb.org/View/93503</link>
      <description><![CDATA[THE GENERAL METHOD OF SLOPE TAPING IS BENEFICIAL THROUGH USE OF A SPECIALLY DESIGNED TAPING BUCK TO ASSURE ACCURATE AND EFFICIENT TRAVERSING. FOR THIS TECHNIQUE, CARE MUST BE EXERCISED IN RECOGNITION AND PROPER APPLICATION OF TAPING CORRECTIONS AND THEIR ERROR COMBINATIONS. THE TECHNIQUE DESCRIBED MAY INCREASE POTENTIAL ACCURACY BY 50 PER CENT. /ASCE/]]></description>
      <pubDate>Fri, 18 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93503</guid>
    </item>
    <item>
      <title>PROFESSIONAL SURVEYING PRACTICE</title>
      <link>https://trid.trb.org/View/93434</link>
      <description><![CDATA[THE REPORT, PROFESSIONAL SURVEYING PRACTICE, WAS PREPARED BY A COMMITTEE OF THE CALIFORNIA COUNCIL OF CIVIL ENGINEERS AND LAND SURVEYORS. IT IS ISSUED BY THE COUNCIL FOR THE INFORMATION, GUIDANCE, AND USE OF PROFESSIONAL PRACTITIONERS IN SURVEYING. THE REPORT SHOULD BE INVALUABLE TO SURVEYING MANAGERS, SUPERVISORS, AND EMPLOYERS FOR IT PROVIDES THEM WITH AN OUTLINE, OR CHECK LIST, COVERING MANAGERIAL OR CONSULTATIVE ASPECTS OF A SURVEYING COMMISSION. THE WRITTEN STANDARDS OF THIS REPORT ARE MERELY THE BEGINNING POINT FOR COMPETENT SURVEYING WORK. A PROFESSIONAL SURVEYOR CAN NEVER RELY ON THIS GUIDE AS A SUBSTITUTE FOR THE EXERCISE OF HIS INDIVIDUAL SKILL, DISCRETION, AND JUDGMENT IN EACH SPECIFIC TASK HE PERFORMS. /ASCE/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93434</guid>
    </item>
    <item>
      <title>ELECTRONIC TRAVERSE VERSUS TRIANGULATION</title>
      <link>https://trid.trb.org/View/93435</link>
      <description><![CDATA[THE USC & GS, IN ITS CONCERN OVER THE COSTS OF LONGRANGE, HIGHLY ACCURATE GEODETIC SURVEYS, CONDUCTED EXTENSIVE TESTS COMPARING ELECTRONIC TRAVERSES, USING TELLUROMETERS WITH TRIANGULATION. A TEST AREA IN THE SOUTHEAST CORNER OF KANSAS WAS SELECTED AS BEING MOST REPRESENTATIVE OF THE TYPE OF TERRAIN NORMALLY ENCOUNTERED IN PRIMARY SURVEYING. AFTER COMPLETION OF THE SURVEY BY ELECTRONIC TRAVERSE AND TRIANGULATION, SEVEN ADJUSTMENTS OF BOTH NETWORKS WERE COMPLETED. TRIANGULATION PROVED TO BE MORE ACCURATE, ALTHOUGH BOTH METHODS WERE WITHIN THE REQUIRED PRECISION. THE COST OF TRAVERSE, ORIGINALLY THOUGHT TO BE SLIGHTLY LESS, PROVED TO BE MORE THAN THE COST OF TRIANGULATION. /ASCE/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93435</guid>
    </item>
    <item>
      <title>MAPPING FOR THE PENNSYLVANIA HIGHWAYS</title>
      <link>https://trid.trb.org/View/93436</link>
      <description><![CDATA[THE METHODS AND PROCEDURES CURRENTLY USED BY THE PENNSYLVANIA DEPARTMENT OF HIGHWAYS TO OBTAIN MAPPING BY PHOTOGRAMMETRIC METHODS ARE PRESENTED. MAP SCALES FOR VARIOUS ENGINEERING FUNCTIONS ARE OUTLINED. THE REASON FOR USING MAPPING BY PHOTOGRAMMETRIC METHODS AND MAPPING'S RELATIONSHIP TO CONVENTIONAL SURVEY DATA ARE INCLUDED. COMMENTS PERTAIN TO INTERNAL MAPPING OPERATIONS AS WELL AS MAPPING OPERATIONS BY PHOTOGRAMMETRIC ENGINEERING FIRMS. THE DEPARTMENTS VIEWS ON THE PROFESSIONAL STATUS OF PHOTOGRAMMETRIC MAPPING ARE CONTAINED IN THE PAPER. AERIAL PHOTOGRAPHY, GEODETIC CONTROL, STEREOINSTRUMENT COMPILATION, TERRAIN DATA TRANSLATION, AND OTHER ASPECTS IN THE PREPARATION OF QUALITY MAPPING FOR HIGHWAY ENGINEERING USAGE ARE CONSIDERED. /ASCE/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93436</guid>
    </item>
    <item>
      <title>EVALUATION OF ACCURACY OF PRECISE LEVELING</title>
      <link>https://trid.trb.org/View/93437</link>
      <description><![CDATA[THREE SOURCES OF ERRORS IN PRECISE LEVELING ARE DESCRIBED: (1) ERRORS DUE TO ROD READINGS BY ESTIMATION TO 0.10 OF THE ROD DIVISION AND WITH THE AID OF A PLANOPARALLEL MICROMETER, (2) ERRORS OF BALANCED BUBBLES OR COMPENSATORS (IN AUTOMATIC LEVELS), AND (3) ERRORS OF ROD PLUMBNESS IN FLAT AND HILLY TERRAIN. EXPRESSIONS ARE PRESENTED FOR EACH SOURCE OF ERROR AND FOR THEIR COMBINED EFFECT. FORMULAS AND GRAPHS PRESENT MEAN SQUARE ERRORS FOR SINGLE OBSERVATIONS AND THEIR PROPAGATION IN A SERIES OF OBSERVATIONS. INVESTIGATION OF THE PROPAGATION OF THE PLUMBNESS OF RODS SHOWED THAT IT AFFECTS LEVELING IN TWO PARTS: A SYSTEMATIC PART DEPENDING ON DIFFERENCE OF ELEVATION AND A RANDOM PART DEPENDING ON THE NUMBER OF OBSERVATIONS AND THE MAGNITUDE OF THE ROD READINGS. THE FORMULAS WERE DERIVED FROM LABORATORY TESTS AND FROM PRACTICAL WORK. /ASCE/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93437</guid>
    </item>
    <item>
      <title>PERPETUATION OF LAND SURVEY DATA</title>
      <link>https://trid.trb.org/View/124359</link>
      <description><![CDATA[THE ITEMS COVERED IN THIS PAPER ARE A HISTORICAL BACKGROUND OF SURVEY TYPES AND THEIR RECORDS AVAILABLE TODAY. THE SECTIONALIZED SYSTEM OF LAND DIVISION USED IN DEVELOPING THE UNITED STATES IS REVIEWED. METES AND BOUNDS SYSTEMS ARE DESCRIBED, AS WELL AS STANDARD SYSTEMS OF FRACTIONALIZING SECTIONS. CONTROL SYSTEMS USED IN THE PAST, THOSE USED TODAY, AND POSSIBLE FUTURE SYSTEMS ARE DESCRIBED. VARIOUS METHODS OF RECORDING PROPERTY CORNER DATA ARE PRESENTED. THE RESULTS OF A MODERN RESURVEY PROGRAM IN CARVER COUNTY, MINN. ARE DESCRIBED. TRANSPORTATION INDUSTRY PRACTICES IN LAND ACQUISITION AND DESCRIPTION WRITING ARE PRESENTED. PROBLEMS OF PRIVATE LAND SURVEYERS WITH RESPECT TO INADEQUATE OR INCOMPLETE RECORDS AND CONFLICTING FIELD LOCATIONS ARE COVERED. CONCLUSIONS AND FUTURE RECOMMENDATIONS ARE LISTED AS GUIDE LINES TO ASSIST ROAD AGENCIES AND OTHERS IN IMPROVING FUTURE METHODS OF PERPETUATING LAND SURVEY DATA.]]></description>
      <pubDate>Sun, 09 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/124359</guid>
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