<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>PROCEEDINGS OF THE THIRD WESTERN CANADIAN ROADSIDE DEVELOPMENT CONFERENCE</title>
      <link>https://trid.trb.org/View/104054</link>
      <description><![CDATA[IN THE PROCEEDINGS ARE THE PAPERS PRESENTED AND PROJECT DISCUSSIONS HELD AT THE UNIVERSITY OF BRITISH COLUMBIA DURING THE 3RD WESTERN CANADIAN ROADSIDE DEVELOPMENT CONFERENCE JULY 6 TO 8, 1966. THEY INCLUDE: SUMMARY OF CONFERENCE ORIGIN AND OBJECTIVES, M. POPE, THE VIEW FROM THE EAST, G. O. GRANT, AESTHETICS IN ROADSIDE DEVELOPMENT, R. CLACK, CRITERIA FOR THE DESIGNATION OF SCENIC AREAS, T.J. NORTON, HIGHWAY LOCATION AND THE URBAN SCENE, DR. A. L. GREY, JR., BENEFIT/COST ANALYSIS, J. R. GORDON, THE HIGHWAY AS A CITY GATEWAY, DR. J. W. NEILL, SIMPLIFYING ROADSIDE TURF MANAGEMENT, DR. N. GOETZE, ROADSIDE BEAUTIFICATION OUTLINING REGION 3 PRACTICES, M. MERLO, RIGHT-OF-WAY SEEDING REGION 4, E. LUND, ROADSIDE DEVELOPMENT - KAMLOOPS REGION, L. DE BOER, STATUS OF THE HIGHWAY BEAUTIFICATION ACT OF 1965, I. C. LLOYD, LANDSCAPING FOR HIGHWAY SAFETY, P. W. TATTERSFIELD.]]></description>
      <pubDate>Thu, 29 Jul 2004 18:55:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/104054</guid>
    </item>
    <item>
      <title>THE VIEW FROM THE EAST</title>
      <link>https://trid.trb.org/View/134134</link>
      <description><![CDATA[THE AUTHOR USES TORONTO AS AN EXAMPLE OF WHAT IS BEING DONE IN THE WHOLE FIELD OF URBAN ROADWAY DEVELOPMENT. THE MAJOR FREEWAY SYSTEM IN THIS METROPOLITAN CITY HAS BEEN BUILT TO FIT THE URBAN CONDITIONS. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134134</guid>
    </item>
    <item>
      <title>HIGHWAY LOCATION AND THE URBAN SCENE</title>
      <link>https://trid.trb.org/View/134135</link>
      <description><![CDATA[URBAN HIGHWAY PLANNING MUST PROCEED WITH MUCH GREATER RECOGNITION OF THE RECIPROCAL NATURE OF HIGHWAYS AND ENVIRONMENT THAN HAS BEEN TRUE BEFORE. IT IS NOT ENOUGH TO BUILD HIGHWAYS TO SERVE THE EXISTING TRAFFIC NEED OF OUR URBAN AREAS OR PROJECTIONS OF THESE NEEDS. TRANSPORTATION PLANNING AND ROUTE SELECTION MUST PROCEED FROM FULL RECOGNITION THAT TRANSPORTATION DEVELOPMENTS, BY RENDERING THE RELATIVE EASE OR DIFFICULTY OF MOVEMENT WITHIN AN URBAN AREA, ARE THE BIGGEST FACTORS DETERMINING LOCATION OF ACTIVITY AND THE GENERAL PHYSICAL FORM OF THE METROPOLIS. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134135</guid>
    </item>
    <item>
      <title>THE HIGHWAY AS A CITY GATEWAY</title>
      <link>https://trid.trb.org/View/134136</link>
      <description><![CDATA[ATTENTION MUST BE FOCUSED ON THE HIGHWAY AND THE METROPOLIS. WE MUST THINK IN TERMS OF THE TOTAL ENVIRONMENT FROM THE STAND-POINT OF MAN, HIS NEEDS AND HIS ENJOYMENT. WHETHER THE GATEWAY TO THE METROPOLIS IS FROM THE FREEWAY OR THE ORDINARY HIGHWAY, WE MUST KEEP IN MIND THE FOUR ELEMENTS, SO OFTEN STRESSED, THAT GO TO MAKE UP THE COMPLETE HIGHWAY: UTILITY, SAFETY, BEAUTY AND ECONOMY. THIS IS A BALANCED CONCEPT, BOTH FROM THE STANDPOINT OF THE COMMUNITY THROUGH WHICH THE HIGHWAY PASSES AND THE MOTORING PUBLIC. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134136</guid>
    </item>
    <item>
      <title>BENEFIT/COST ANALYSIS</title>
      <link>https://trid.trb.org/View/90355</link>
      <description><![CDATA[THE BENEFIT/COST RATIO HAS ALWAYS BEEN THE BASIS FOR JUSTIFICATION OF HIGHWAY CONSTRUCTION OR MODIFICATION. HOWEVER, THE PUBLIC IS NOW DEMANDING AMENITIES TO THE BASIC ROAD AND ALIGNMENT AIMED AT UP-GRADING THE ENTIRE ENVIRONMENT OF THE AREAS TRAVERSED. IT TENDS TO BE MORE RELATED TO THE COMMUNITIES THROUGH WHICH THE HIGHWAY PASSES THEN TO THE USER OF THE FACILITY. WHILE THERE IS NOTHING WRONG WITH THIS THINKING OR DEMAND, IT DOES RAISE A SERIOUS PROBLEM: IS THE HIGHWAY USER EXPECTED TO CARRY THE ENTIRE BURDEN OF COST FOR THIS ADDITIONAL ENHANCEMENT. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90355</guid>
    </item>
    <item>
      <title>AESTHETICS IN ROADSIDE DEVELOPMENT</title>
      <link>https://trid.trb.org/View/104050</link>
      <description><![CDATA[THE NEED TO OBTAIN TOTAL ENVIRONMENTAL QUALITY IN HIGHWAY LANDSCAPING IS PRESENTED. IN ORDER TO ACHIEVE THIS AIM, ENVIRONMENTAL STANDARDS MUST BE ESTABLISHED WHICH TAKE INTO ACCOUNT THE TOTAL EFFECT OF ROAD DEVELOPMENT IN THE URBAN AND RURAL AREAS SERVED BY THESE ROADS. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104050</guid>
    </item>
    <item>
      <title>CRITERIA FOR THE DESIGNATION OF SCENIC AREAS</title>
      <link>https://trid.trb.org/View/104051</link>
      <description><![CDATA[THE WASHINGTON STATE LEGISLATURE AUTHORIZED A STUDY OF THE APPLICATION OF THE FEDERAL STANDARD TO THE REGULATION OF OUTDOOR ADVERTISING UPON THE INTERSTATE HIGHWAYS WITHIN THE STATE AND CRITERIA FOR THE ESTABLISHMENT OF A ADDITIONAL SCENIC AREAS UPON ANY STATE HIGHWAY UPON WHICH OUTDOOR ADVERTISING SHALL BE REGULATED. THIS PAPER EXAMINES SOME OF THE SPECIFIC ELEMENTS INVOLVED IN THE DEVELOPMENT OF CRITERIA FOR THE DESIGNATION OF SCENIC AREAS. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104051</guid>
    </item>
    <item>
      <title>SIMPLIFYING ROADSIDE TURF MANAGEMENT</title>
      <link>https://trid.trb.org/View/104052</link>
      <description><![CDATA[THE MANAGEMENT OF ROADSIDE GRASS PLANTING CAN BE RELATIVELY SIMPLE IF THE PURPOSE OF THE PLANTING IS FULLY UNDERSTOOD. A CONSISTENT MANAGEMENT SCHEDULE AGREED TO BY ALL PARTIES INVOLVED IN THE MAINTENANCE OF THE GRASS WILL HELP FULFILL THE PLANTINGS PURPOSE. GRASS PLANTINGS ARE MADE FOR BASICALLY THREE DIFFERENT PURPOSES. THE HIGHWAY ENGINEER IS CONCERNED ABOUT ROADSIDE PLANTINGS FOR THE STABILIZATION OF THE ROADBED. GRASS CAN PROVIDE A GOOD COVER TO PREVENT BOTH WIND AND WATER EROSION. IT ALSO PROVIDES SOME MINIMUM MECHANICAL SUPPORT ON THE SHOULDERS. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104052</guid>
    </item>
    <item>
      <title>LANDSCAPING FOR HIGHWAY SAFETY</title>
      <link>https://trid.trb.org/View/104053</link>
      <description><![CDATA[INSOFAR AS HIGHWAY SAFETY IS CONCERNED CONSIDERABLE TIME AND MONEY HAS BEEN SPENT ON VEHICLE DEVELOPMENT AND HIGHWAY RESEARCH. HOWEVER, THE HUMAN FACTOR REPRESENTS A MAJOR AREA WHERE LITTLE IS KNOWN APART FROM THE UNDERLYING EFFECTS ON BEHAVIOR WHICH ARE VIGILANCE AND FATIGUE. IT, THEREFORE, FOLLOWS THAT IN THIS VITAL AREA OF THE HUMAN FACTOR THE LANDSCAPE ARCHITECTS' ROLE IS CLEARLY DEFINED IN TWO GENERAL SECTIONS: (1) THE PHYSICAL DESIGN OF THE HIGHWAY AS IT EFFECTS THE DRIVER, AND (2) THE INTANGIBLE ASPECTS RESULTING FROM A PLEASANT ENVIRONMENT. /CGRA/]]></description>
      <pubDate>Fri, 07 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104053</guid>
    </item>
    <item>
      <title>STATUS OF HIGHWAY BEAUTIFICATION ACT OF 1965</title>
      <link>https://trid.trb.org/View/90120</link>
      <description><![CDATA[THE HIGHWAY BEAUTIFICATION ACT OF THE UNITED STATES PASSED IN OCTOBER OF 1965, AND THE PRESENT STATUS OF THE PROGRAM ARE DISCUSSED. /CGRA/]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90120</guid>
    </item>
  </channel>
</rss>