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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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    <item>
      <title>NEW MAINTENANCE COSTS FOR NATIONAL VEHICLES</title>
      <link>https://trid.trb.org/View/1060432</link>
      <description><![CDATA[THIS ARTICLE GIVES TABULATED DATA ON THE MAINTENANCE COSTS OF PRIVATE VEHICLES SOLD ON THE MARKET IN SPAIN, THE MAIN MAKES OF WHICH ARE: AUDI, CITROEN, CHRYSLER, RENAULT AND FIAT.  COSTS ARE CLASSIFIED INTO TWO GROUPS: FIXED AND VARIABLE.  FIXED COSTS COMPRISE DEPRECIATION, ANNUAL INTEREST OF BUYING INVESTMENT, TAXES, MINIMUM INSURANCE AND MISCELLANEOUS EXPENSES.  VARIABLE COSTS INVOLVE THE COST OF PETROL, OIL, TYRES, MAINTENANCE REPAIRS AND UNFORESEEN WORK, WHICH, CALCULATED FOR DIFFERENT OVERALL ANNUAL MILEAGES, GIVE TOTAL ANNUAL COSTS AND COST OF VARIOUS MODELS PER KILOMETRE.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:01:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1060432</guid>
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    <item>
      <title>CONRAIL'S ATTEMPTS TO IMPROVE ITS USE OF FREIGHT CARS</title>
      <link>https://trid.trb.org/View/68873</link>
      <description><![CDATA[Improved utilization of its freight cars is crucial to the profitability of Conrail as planned by the U.S. Railway Association.  Conrail's car utilization in early 1977 was actually worse than that of its six bankrupt predecessors five years earlier.  A car control system projected to be in place in 1979 will not be fully operational until 1982, but most of the other improvements called for in USRA's plans are being met.  Repairs will be necessary for 90,000 cars instead of the planned 67,000 and 8,700 new cars will have to be acquired instead of an estimated 2,700.  Conrail says it needs added funding to become self-sustaining and it will not proceed with the new control system until it is assured that added funds are available.]]></description>
      <pubDate>Sat, 26 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68873</guid>
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      <title>STEER CLEAR OF THESE CAR-REPAIR RIP-OFFS</title>
      <link>https://trid.trb.org/View/474703</link>
      <description><![CDATA[This article describes five types of fraudulent automobile repair problems that are diagnosed by dishonest car mechanics.  Though most of the nation's 757,00 auto mechanics are honest, there are more than a few bad apples.  The five top problems, according to government officials, mechanics, consumer advocates and other experts are as follows:  1) A small problem is diagnosed as a much bigger one. 2) The consumer is charged extra for items that are part of a single repair job. 3) A low-price deal turns into a big ticket boondoggle. 4) Car makers pay dealers to fix problems - but nobody tells the car owner.  5) The repair shop needlessly fixes something before it's broken.  The article also relates how to notice these rip-offs, and not get taken in by them.]]></description>
      <pubDate>Mon, 22 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474703</guid>
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    <item>
      <title>ROAD TRANSPORTATION REQUIREMENTS TO THE YEAR 2000</title>
      <link>https://trid.trb.org/View/193630</link>
      <description><![CDATA[This paper presents an overview of the present and future role of the road mode in Canada with emphasis on the provincial highway system.  It briefly describes the trends in road transportation demand and supply; looks at future demand and in general terms identifies the infrastructure and provincial financial requirements to the year 2000.  The private car will keep its dominant role in passenger travel which is expected to grow at 2% per year. The infrastructure will require capacity expansion on primary highways, upgrading of surfacing standards on secondary highways and timely rehabilitation and maintenance.  These improvements will require estimated provincial expenditure of $6.3 billion per year (in 1982 dollars) compared to the current expenditure of $5.2 billion per year.  To make best use of available funds, highway managers will have to use measures such as attempting to reduce demand, "staging" capacity and strength improvements, making more efficient use of existing infrastructure and improving public awareness of infrastructure costs.  (Author/TRRL)]]></description>
      <pubDate>Mon, 30 Jan 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/193630</guid>
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    <item>
      <title>SOAC. STATE-OF-THE-ART CAR DEVELOPMENT PROGRAM. VOLUME 2. REPAIR, RE-TEST AND OPERATIONAL EVALUATION</title>
      <link>https://trid.trb.org/View/42722</link>
      <description><![CDATA[The two-volume report documented the design, fabrication and test of two new State-of-the-Art Cars (SOAC) whose objective was to demonstrate the best available (1971-72) rail rapid transit vehicle technology. The SOAC features a DC-DC chopper in the propulsion system, separately excited DC traction motors, all-steel construction (with molded fiberglass ends), and vandal-resistant and fire-retardant materials in the interior. This volume, Volume 2, of a two-volume report covers the repair of the damage sustained by the No. 2 car in an accident at the Transportation Test Center (TTC) in August 1973, the post-repair testing at the TTC, and the operational evaluation of the SOAC in revenue service in New York, Boston, Cleveland, Chicago and Philadelphia.]]></description>
      <pubDate>Thu, 16 Sep 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42722</guid>
    </item>
    <item>
      <title>PRODUCTION CONTROL IN MAINTENANCE AND MANUFACTURE OF NEW RAILWAY VEHICLES</title>
      <link>https://trid.trb.org/View/168437</link>
      <description><![CDATA[Production control in the maintenance and manufacture of new railway vehicles serves to rationalize the corresponding manufacturing process.  In a complex control system pre-fabrication and assembly must be included.  The availability of materials and spare parts must also be ensured at the exact time when they are needed.  Progressive production control must be developed as an important instrument of manufacturing control.]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168437</guid>
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    <item>
      <title>HEALTH HAZARD EVALUATION DETERMINATION REPORT NO. HE 77-41-505, GENERAL AMERICAN TRANSPORTATION CORPORATION, MASURY, OHIO</title>
      <link>https://trid.trb.org/View/168996</link>
      <description><![CDATA[Environmental and medical surveys were conducted on April 4 to 7, 1977, and June 7 to 9, 1977, to determine employee exposures to dust fumes, smoke and gases from welding and plasma arc cutting, isocyanate (661201) vapors and x-ray radiation at the General American Transportation Corporation (SIC-3743) in Masury, Ohio. Authorized representatives of United Steelworkers of America, Local 1534 and 2318, requested the evaluation on behalf of approximately 1000 affected workers. Twenty four of 52 employees were exposed to concentrations of fluoride (16984488), copper (7440508), iron oxide (1309371), nickel (7440020), chromium VI (7440473), vanadium (7440622) and total particulates in excess of OSHA standards. Concentrations of carbon monoxide (630080), formaldehyde (50000) and polymethylene polyphenyl isocyanate also exceeded current OSHA exposure limits. No abnormalities other than abrasions and burns associated with welding and heavy metal handling were found. The author concludes that excessive contaminant emissions are produced from welding, air arc repairing, chipping and gouging, bank cleaning and grinding. Local ventilation should be instituted to control excessive emissions, respiratory protection should be used, fibrous glass insulation treated with resin materials and used to seal annealing furnace doors should be substituted with a safer material, undue exposure to isocyanates should be avoided when handling urethane foams, and continuous surveillance should be maintained on all radiography equipment.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168996</guid>
    </item>
    <item>
      <title>PLASMA FUSION CUTTING AND GAS-SHIELDED ARC WELDING WITH PULSATING DIRECT CURRENT FOR REPAIR OF ALUMINUM RAIL VEHICLES</title>
      <link>https://trid.trb.org/View/147233</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147233</guid>
    </item>
    <item>
      <title>FREIGHT CAR FORECASTING MODEL (FCFM)</title>
      <link>https://trid.trb.org/View/71687</link>
      <description><![CDATA[This computer program is used for fleet planning.  It will handle up to 29 commodities and 39 car types.  With a given fleet capacity, it can determine the tons or carloads which can be handled.  With a given traffic forecast, it can determine the required car fleet.  It can determine sensitivity to a car utilization forecast and to the usage of foreign cars.  With given priorities and total capacity, car repair programs can be established.  A simple algorithm handles car redistribution when car shortages occur.]]></description>
      <pubDate>Thu, 18 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71687</guid>
    </item>
    <item>
      <title>ECONOMIC LIMIT OF REPAIR PROGRAM</title>
      <link>https://trid.trb.org/View/71695</link>
      <description><![CDATA[This computer program determines the economic limit of repair of system cars beyond which replacement is preferable.  The program uses standard economic principles utilized elsewhere to determine freight car life.  The program makes calculations for the entire car fleet and includes lease encumbrances.]]></description>
      <pubDate>Thu, 18 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71695</guid>
    </item>
    <item>
      <title>CAR COST ANALYSIS PROGRAM</title>
      <link>https://trid.trb.org/View/71689</link>
      <description><![CDATA[This computer program determines the costs of using a foreign, leased or repaired system car and determines the impact on the income statement of using leased car alternatives.]]></description>
      <pubDate>Thu, 18 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71689</guid>
    </item>
    <item>
      <title>CAR HIRE ALLOCATION</title>
      <link>https://trid.trb.org/View/71709</link>
      <description><![CDATA[A computer system is allocating ICG Car Hire Expenses to responsibility centers.  These responsibility centers consist of specific terminals, trainmaster territories and repair facilities, as well as general categories of Car Distribution and Marketing.  The system collects reports of operational events, creates pairs (e.g., Arrival-Departure), assigns responsibility to each pair and calculates the associated Car Hire Expense.]]></description>
      <pubDate>Thu, 18 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71709</guid>
    </item>
    <item>
      <title>ORGANIZATION OF TECHNICAL INSPECTION AND THROUGH REPAIR OF RAILWAY CARS AT CLASSIFICATION YARDS</title>
      <link>https://trid.trb.org/View/36712</link>
      <description><![CDATA[As the operational experience of leading classification yards has revealed, technical inspection of groups of cars in receiving yards is an effective means of accelerating their processing.  With the introduction of multigroup inspection it is necessary in each case to establish independently of the number of reprocessed compositions the optimal number of groups of technical inspectors and the optimal time for placing railway cars in the yard.  It would be expedient to organize, at stations not having dispatching yards, "throughput" repair on a specialized classification track, or on tracks for equipment maintenance.  The concentration of repair in a single place allows the wider application of various means of mechanization  and repair machinery.]]></description>
      <pubDate>Thu, 01 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36712</guid>
    </item>
    <item>
      <title>METHOD OF DETERMINING THE RATE IN WHICH WAGON REPAIR WORK PROGRESSES WHEN WORKING ACCORDING TO THE PRODUCTION LINE PRINCIPLE</title>
      <link>https://trid.trb.org/View/53475</link>
      <description><![CDATA[The article suggests this method on the basis of a probabilistic approach, using the mathematical principles of the theory of queues building up at several points.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53475</guid>
    </item>
    <item>
      <title>BARSTOW - SANTA FE'S NEW, PIVOTAL YARD</title>
      <link>https://trid.trb.org/View/66425</link>
      <description><![CDATA[The $50 million classification facility at Barstow, CA, is handling 2,700 cars and 75 freight trains daily which proceed in three directions over Santa Fe main lines.  Cars are blocked for over 70 destinations.  This series of articles describes the physical layout, computer applications, classification procedures, car and locomotive repair and servicing operations, communications and signaling installations, and details of the yard's construction.]]></description>
      <pubDate>Wed, 16 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66425</guid>
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