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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>High Cant Deficiency Operation of the Talgo Train on the Pacific Northwest Corridor</title>
      <link>https://trid.trb.org/View/1533071</link>
      <description><![CDATA[The U.S. Federal Railroad Administration (FRA), Amtrak, the Burlington Northern Santa Fe Railway (BNSF), and the Departments of Transportation for the states of Washington and Oregon, in an effort to improve rail passenger service on the Pacific Northwest Corridor, have initiated a co-operative program to reduce travel time between Portland, Oregon and Blaine, Washington that is competitive with other modes of transportation. The approach taken for reducing trip time is to maintain the maximum authorized speed for the route of 79 mph but to minimize speed reductions in curves by operating at higher cant deficiencies. One aspect of the program is the use of the Talgo train, with its tilting passenger cars, to provide increased passenger comfort and accommodate higher speeds and cant deficiencies in curves. Under rules applicable at program inception, Amtrak petitioned the FRA to grant a temporary waiver of compliance with Part 213.57(b) of Section 40 of the Code of Federal Regulations (this section, in 1997, limited the curving speeds to those which produce no more than 3 inches of cant deficiency) to test a Talgo train at curve speeds producing up to eight inches of cant deficiency. The FRA approved Amtrak's petition, docketed H-97-3, for the purpose of test and demonstration, subject to several conditions, including pre-revenue test runs to be conducted over the proposed track section to evaluate the vehicle/track interaction response of each Talgo train vehicle type, including the selected locomotives. This report is presented in three volumes. Volume I, Assessment of Vehicle/Track Interaction for Safety Considerations, contains details of the overall test program. Results presented in this volume are those directly related to safety, necessary in the preparation of a waiver. Volume II, Wayside Measurement of Wheel/Rail Forces as Generated by the Talgo Train, details the collection and analysis of wayside force measurements taken for the Talgo trainset as well as for other typical revenue service equipment. Results presented in this volume of the report pertain to the effects of high cant deficiency operation on track loading. Volume III, Identification of the Factors that Affect Track Maintenance under High Cant Deficiency Operations on BNSF, describes the study of maintenance issues with consideration of results from this study.]]></description>
      <pubDate>Sun, 16 Sep 2018 19:21:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1533071</guid>
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      <title>A comparative analysis of cross border travel influences at the port level: Pacific Highway/Douglas, B.C. — Blaine, WA and Windsor, ON — Detroit, MI</title>
      <link>https://trid.trb.org/View/1370417</link>
      <description><![CDATA[Cross border travel is important for local business. The majority of cross border travel is undertaken as day trips which concentrate spending in a few locales. Such spending can be critical to the success of stores, sports, events, and restaurants on either side of border. This study undertakes a comparative analysis of the largest Western border port and the largest Midwestern border port over the past 17 years. A time series analysis of crossing volumes at the two ports uncovers factors that influenced changes in cross border travel over that time period. Based on the results of two time series regression models (one for each port), the authors find enhanced security post 9/11 and the exchange rate influenced changes in volumes at each port, while declining income in the Windsor region factored in declining cross border travel in that region.]]></description>
      <pubDate>Wed, 30 Sep 2015 09:06:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370417</guid>
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      <title>2012 Evaluation of Mobility at the Pacific Highway Truck Crossing, Southbound</title>
      <link>https://trid.trb.org/View/1323866</link>
      <description><![CDATA[A multi-year effort has been underway to improve the mobility of trucks traveling southbound through the Pacific Highway border crossing in Blaine, Washington. The effort grew out of CVO (commercial vehicle operations) studies undertaken by the Whatcom Council of Governments (WCOG) in collaboration with the Border Policy Research Institute (BPRI). The impetus for the studies was the truck congestion and delay evidenced at Pacific Highway in the mid 2000s. The IMTC (International Mobility and Trade Corridor project), a regional stakeholder forum, identified CVO studies as a priority, and the BPRI and WCOG responded to the need. Partial funding of the effort was provided by the Washington State Department of Transportation (WSDOT), making use of federal Coordinated Border Infrastructure funds. Paired north- and southbound CVO studies were undertaken in 2006 and 2009. By 2010 the data gathered in these studies had been used to produce a simulation model of the southbound crossing. Model results indicated that mobility could be improved by making different use of inspection booths and highway lanes. In particular, the elimination of the dedicated FAST booth and approach lane was predicted to greatly reduce delay. In response to these results, U.S. Customs and Border Protection (USCBP) proposed that a pilot project be undertaken to test such a reconfiguration. The pilot project took place in February – April of 2011, and the results of that effort are documented in a report titled “2011 Pacific Highway Southbound FAST Lane Study: Final Report.” The pilot configuration was so effective that USCBP began to investigate ways to permanently reconfigure the crossing. The B.C. Ministry of Transportation (BCMOT) became active in this effort, because the plaza upstream of the inspection booths falls within Canadian jurisdiction. More modeling was undertaken, and the BCMOT then constructed a new arrangement of queuing lanes and signals in the plaza. Construction was complete in the spring of 2012. USCBP then requested that a final round of field measurements be gathered to document the performance improvements achieved by the reconfigured plaza and the elimination of a dedicated Free and Secure Trade (FAST) booth. This document provides the results of a field project undertaken in August 2012, as requested by USCBP.]]></description>
      <pubDate>Mon, 29 Sep 2014 12:10:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323866</guid>
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    <item>
      <title>2011 Pacific Highway Southbound FAST Lane Study</title>
      <link>https://trid.trb.org/View/1323869</link>
      <description><![CDATA[In the spring of 2011, a pilot test was conducted at the U.S. commercial port of entry (POE) at Blaine, Washington. The test was designed to determine whether a reconfiguration of operations at the POE would lead to improved southbound freight mobility. This report documents the methods and results of the pilot test. In the pre-pilot configuration, one of Blaine’s three commercial booths (together with a dedicated southbound approach lane on B.C. Highway 15) has been used to serve trucks that participate in the Free and Secure Trade (FAST) program that is jointly managed by U.S. Customs and Border Protection (CBP) and the Canada Border Services Agency (CBSA). Blaine’s remaining two booths have been used to process standard truck traffic. During the pilot test, the dedicated FAST booth was instead used as a standard booth, and all three booths were used to process a mingled stream of FAST and standard trucks. The FAST highway approach lane was converted to use for buses, NEXUS autos, and standard autos. To evaluate effectiveness of the pilot configuration, a two-phase program of field data collection was conducted: "baseline" data were collected prior to the test, and "pilot" data were collected once the new configuration was in place. The data collection program was designed to measure wait time for trucks, buses, NEXUS cars, and standard automobiles. The primary hypothesis was that the pilot configuration would result in significantly less aggregate average wait time for trucks. A secondary hope was that wait time for other modes would be somewhat improved.]]></description>
      <pubDate>Mon, 29 Sep 2014 12:10:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323869</guid>
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      <title>Formulation, Structure, and Analysis of a Model to Optimize Staffing Levels at Border Checkpoints</title>
      <link>https://trid.trb.org/View/1124991</link>
      <description><![CDATA[This paper formulates, structures, and analyzes a model to optimize the staffing levels at a border checkpoint from the perspective of a person in charge of staffing, accounting for both wage costs for staff and border waiting times for travelers. This model adapts existing queuing theory systems previously applied in other disciplines to the customs process and uses the adjusted model to develop a staffing plan for a representative day at the Peace Arch border crossing in Blaine, Washington. The sensitivity analysis suggests model outputs are heavily dependent on inputs including staffing costs and waiting costs. This paper concludes that the border crossing under consideration is currently operating near its maximum capacity and that future increases in traffic volumes of 40% could warrant expansion of the checkpoint. The model also confirms the benefits of the NEXUS, frequent, low-risk traveler program in decreasing the wait times and costs of operating a customs facility.]]></description>
      <pubDate>Wed, 25 Jan 2012 11:56:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1124991</guid>
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      <title>Understanding Pacific Highway Commercial Vehicle Operations to Support Emissions Reduction Programs</title>
      <link>https://trid.trb.org/View/1100480</link>
      <description><![CDATA[This research, enabled by a data collection effort at the international commercial vehicle crossing at Blaine, WA, addressed three key questions regarding commercial vehicle border operations and near border operations. First, what are the unique features of border operations at Blaine, WA, that are not captured within the standard simulation tools (such as Border Wizard)? Second, what logistical inefficiencies are created by the border that increase empty miles travelled, emissions and total travel time between origin and destination? Third, what has the impact of electronic manifest filing been on primary inspection time? The research objectives were to (1) describe near border operations and identify possible solutions to reduce empty truck miles, (2) improve the understanding of the relationship between primary processing time and border crossing time, and (3) identify the impact of ACE (the commercial trade processing system being developed by Customs and Border Protection to facilitate legitimate trade and strengthen border security) electronic manifest filing on primary processing and primary processing time. The report is organized as follows: Chapter 1 describes near border operations through analysis of survey data, current knowledge of the impact of policy on near border facilities, and suggests changes to improve near border operations. Chapter 2 describes the features of processing at Blaine discovered during the data analysis that contribute processing time and border crossing time. Chapter 3 evaluates the impact of ACE on interview time, and compares interview times, crossing times, and volume in the 2009, 2006, and 2001 studies.]]></description>
      <pubDate>Fri, 22 Apr 2011 16:11:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100480</guid>
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    <item>
      <title>Service Time Variability at the Blaine, Washington International Border Crossing and the Impact on Regional Supply Chains</title>
      <link>https://trid.trb.org/View/876731</link>
      <description><![CDATA[This paper describes how service times at vehicle processing facilities (borders, weigh stations, landside marine port gates) are variable, thereby causing transportation planning challenges for companies that regularly visit them on a regular basis. Companies must either build in more time than is necessary, therefore underutilizing their equipment, or risk missing delivery windows, which can incur fines or cause lost business opportunities. This paper examines border crossing times at Blaine, Washington between Whatcom County, Washington and the Lower Mainland of British Columbia. The paper considers the variability in crossing times at this border crossing, and the impact of this variability on regional supply chains. The paper presents variability data collected for bi-directional trade.  Directional, daily, hourly, and seasonal variations are examined. The paper conducted interviews with regional carriers to better understand the current response to variability, the benefit of a reduction in variability, and how this is related to the good moved or other business operating characteristics. This paper describes the level of variability in border crossing times and describes carriers’ responses to this variability.  The paper shows that the primary strategy used, increasing buffer times, reduces carrier productivity. However, this cost is negligible due to the current nature of the market.]]></description>
      <pubDate>Tue, 30 Dec 2008 12:32:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/876731</guid>
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    <item>
      <title>Republican Convention provides first test for newly opened Key Air</title>
      <link>https://trid.trb.org/View/874440</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 10 Nov 2008 08:25:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/874440</guid>
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    <item>
      <title>Service Time Variability at Blaine, Washington, Border Crossing and Impact on Regional Supply Chains</title>
      <link>https://trid.trb.org/View/847548</link>
      <description><![CDATA[Variable service times at vehicle processing facilities (borders, weigh stations, landside marine port gates) cause transportation planning challenges for companies that regularly visit them. Companies must either build more time into their schedules than is necessary, and therefore underutilize their equipment, or risk missing delivery windows or exceeding hours of service regulations, actions that can result in fines, lost business opportunities, or other logistical costs. Border crossing times are examined at Blaine, Washington, between Whatcom County, Washington, and the Lower Mainland of British Columbia, Canada, to assess the variability in crossing times at this border crossing and the impact of this variability on regional supply chains. Variability data collected for bidirectional trade are presented. Directional, daily, hourly, and seasonal variations are examined, and interviews are conducted with regional carriers to better understand the current response to variability, the benefit of a reduction in variability, and how that is related to the goods moved or to other business operating characteristics. This paper describes the level of variability in border crossing times and carriers’ responses to this variability and shows that the primary strategy used, increasing buffer times, reduces carrier productivity. However, this cost is negligible because of the current nature of the industry.]]></description>
      <pubDate>Thu, 28 Feb 2008 09:08:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/847548</guid>
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      <title>CBP’s Trusted Traveler Systems Using RFID Technology Require Enhanced Security (Redacted)</title>
      <link>https://trid.trb.org/View/786427</link>
      <description><![CDATA[The Department of Homeland Security (DHS) Office of Inspector General (OIG) audited DHS and select organizational components’ security programs to evaluate the effectiveness of controls implemented on Radio Frequency Identification (RFID) systems. Systems employing RFID technology include tags and readers on the front end and applications and databases on the back end. RFID is a wireless technology that stores and retrieves data remotely from devices. The technology allows sensitive information to be read and written to tags and for numerous tags to be scanned simultaneously from a distance. The flexibility and portability of RFID technology and devices, as well as the information that resides on the tags, increase the need for security and privacy controls. OIG's objective was to determine whether U.S. Customs and Border Protection (CBP) has implemented effective controls to protect critical data processed by its trusted traveler systems. To address this objective OIG: (1) interviewed personnel at CBP’s National Data Center; (2) reviewed applicable DHS and CBP policies and procedures; (3) conducted vulnerability assessments of the databases that collect and process information; and (4) evaluated the effectiveness of physical security and assessed the security controls over the RFID readers and RFID-enabled cards and transponders at selected ports of entry (POEs) in Detroit, MI; Blaine, WA; El Paso, TX; and Nogales, AZ. CBP has implemented effective physical security controls over the RFID tags, readers, computer equipment, and databases supporting the RFID systems at the POEs visited. No personal information is stored on the tags used for CBP. Traveler’s personal information is maintained in and can be obtained only with access to the system’s database. Additional security controls would be required if CBP decides to store travelers’ personal information on RFID tags or migrates to universally readable Generation 2 (Gen2) products. However, CBP has not developed adequate policies and procedures to ensure that security controls are implemented consistently by all POEs to protect its trusted traveler systems. In addition, CBP has not implemented the necessary controls on the system’s back end to ensure that the data captured and stored for the trusted traveler programs are properly protected. In addition, OIG determined that CBP did not ensure that its trusted traveler systems fully comply with all Federal Information Security Management Act (FISMA) requirements. For example, the systems reviewed did not have a valid authority to operate, interconnection security and user agreements were not reviewed annually, and security reviews of contractor facilities were not performed. For the systems utilizing RFID technology, OIG is recommending that the CBP Commissioner direct its Chief Information Officer (CIO) to: (1) Develop and implement procedures to strengthen user account and password management processes relating to the trusted traveler systems. Procedures should include periodic vulnerability assessments and reviews of all user access. (2) Ensure that all vulnerabilities identified for which risks have not been assumed be remedied. (3) Develop and implement policy and procedures that address security controls over all components of an RFID system. (4) Ensure that audit trails are reviewed, documented, and maintained on a regular basis. (5) Ensure that all FISMA requirements are implemented, including certification and accreditation.]]></description>
      <pubDate>Mon, 24 Jul 2006 07:14:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/786427</guid>
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