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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>Detecting and Mitigating Low-Level DC Fault Currents in Transit Systems (Phase II TCRP Project D-17)



</title>
      <link>https://trid.trb.org/View/1747284</link>
      <description><![CDATA[Low-level electrical fault currents are a phenomenon found in DC traction systems used in public transit systems worldwide. These low-level currents are typically caused by small and sporadic failures of insulation within the electrification system, which make them difficult to locate, measure, and control. The effects of these faults go unnoticed for long periods of time because of their slow and progressive nature; however, evidence shows that if these faults go undetected, they can cause extensive damage to infrastructure of transit systems and that of adjacent private/public utilities. The main concern of private/public utilities is the significant corrosion of subsurface utilities caused by the compounding effects of low-level faults. They may also create a safety hazard to transit patrons and the general public as contact with any metallic structures, such as fences, is potentially lethal because they become energized to dangerous voltages. Furthermore, smoke generated by burning cable insulation in tunnels and confined areas creates safety hazards for transit patrons.
 
Under TCRP Project D-17, a lab breadboard model was developed and testing was conducted at the Greater Cleveland Regional Transit Authority (GCRTA). This research showed positive results in detecting low-level faults in DC transit systems.
Moreover, work is needed to detect low-level fault conditions. To detect these conditions, it will be necessary to conduct extensive testing.
The objective of this research is to develop a prototype system that can detect low-level faults in electrified transit systems powered by third rails.]]></description>
      <pubDate>Mon, 26 Oct 2020 19:36:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1747284</guid>
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      <title>Greater Cleveland Regional Transit Authority (GCRTA) Radio/ITS Project Final Report</title>
      <link>https://trid.trb.org/View/1406942</link>
      <description><![CDATA[This report presents findings from the evaluation of the radio and Intelligent Transportation System (ITS) deployments at Greater Cleveland Regional Transit Authority (GCRTA) in Cleveland, Ohio. GCRTA implemented an Enhanced Digital Access Communication System (EDACS) voice and data radio system and ITS technologies that include Computer-Aided Dispatch/Automatic Vehicle Location (CAD/ AVL), Automated Vehicle Announcements (AVA), Automated Passenger Counters (APCs), and Vehicle Component Monitoring (VCM). The system was accepted in 2012 after a deployment process that spanned 10 years. These technologies were deployed to improve operational efficiency, enhance safety, and improve service reliability and customer satisfaction. Based on staff interviews, the evaluation team determined that the overall impact of the deployed technologies was positive. However, quantitative analyses conducted to test evaluation hypotheses were largely inconclusive due to limitations in archived data. GCRTA has taken several steps to improve the data quality since system acceptance in 2012, but the data quality was not adequate to conduct quantitative analyses at the time of evaluation. Thus, findings presented in the report are based primarily on staff interviews and review of historical project documentation provided by GCRTA.]]></description>
      <pubDate>Fri, 20 May 2016 15:47:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1406942</guid>
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    <item>
      <title>Advanced Wayside Energy Storage Systems for Rail Transit</title>
      <link>https://trid.trb.org/View/1285686</link>
      <description><![CDATA[This Innovations Deserving Exploratory Analysis (IDEA) project explored the use of wayside energy storage systems (WESS) in rail transit systems. The analysis monetized economic and technical benefits for transit agencies but also considered other stakeholders. The costs and benefits of various applications were modeled through hypothetical simulations as well as case studies using real data from participating transit agencies: Greater Cleveland Regional Transit Authority and Denver Regional Transportation District. Six different WESS technologies were modeled including: flywheels, ultracapacitors, and lead acid, sodium sulfur, lithium ion, and zinc bromide batteries. The cost, benefit, and net present value (NPV) were calculated for seven simulations for a hypothetical transit system and for two case studies.  Several key findings are summarized.  First, combining applications provides benefits that result in the most attractive NPV.  Second, applications that solve a technical problem, such as to address a power quality or reliability issue, may be attractive to a transit agency even if the NPV is not positive. The important consideration is whether WESS is less expensive than the alternative technology.   Third, the results for each of the applications could be improved with a reduction in WESS capital cost, which is expected for most technologies over the next few years as they become commercially available and are produced in larger quantities. Fourth, the financial value proposition for WESS would be improved by federal capital grants or other incentives. This project analyzed the value of WESS as an investment made solely by the transit agency without capital funds from other sources.   Fifth, this analysis considered the business case for a transit agency and therefore monetized on the benefits that accrue to the transit agency. However, if a societal perspective had been modeled and other benefits were monetized, WESS would likely be much more attractive in these applications.]]></description>
      <pubDate>Thu, 09 Jan 2014 13:17:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1285686</guid>
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    <item>
      <title>The Greater Cleveland Regional Transit Authority’s (GCRTA) new East 55th Street Rapid Transit Station</title>
      <link>https://trid.trb.org/View/1280753</link>
      <description><![CDATA[The Greater Cleveland Regional Transit Authority’s (GCRTA's) new East 55th Street Rapid Transit Station grand opening was on October 11, 2011 after five years of planning and design followed by two years of construction. The new station replaces an outdated facility and is situated at the heart of GCRTA’s rail transit system where the Green, Red and Blue lines intersect. The East 55th Street Station location, at the ramp to I-490 in the City of Cleveland, is one of the busiest intersections in the City. The station serves heavy and light rail transit vehicles, accommodates intermodal connections with City bus service, and allows for vehicular drop-off outside the station entrance. The E55th Street Station was designed and built in compliance with the Americans with Disabilities Act (ADA) Accessibility Guidelines for Facilities published in the federal register July 23, 2004 and amended August 5, 2005 by the federal government Access Board.]]></description>
      <pubDate>Tue, 24 Dec 2013 13:09:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280753</guid>
    </item>
    <item>
      <title>Determinants of bicycle-on-bus boardings: A case study of the Greater Cleveland RTA</title>
      <link>https://trid.trb.org/View/1259122</link>
      <description><![CDATA[Transit agencies around the country have made significant investments since the late 1990s to provide improved service to cyclist-transit users (CTUs), that is, transit riders who bring bicycles with them by using bicycle racks installed on buses. Use of these bus bicycle racks appears to vary significantly from transit system to transit system. It is unclear, however, what specific factors contribute most to bicycles-on-bus boardings (BoBBs). Using multi-variate regression analysis and a detailed data set of 2008-2011 BoBBs for Northeast Ohio's Greater Cleveland Regional Transit Authority (GCRTA), this study compared daily BoBBs to general ridership (measured by unlinked passenger trips) in light of key weather, transit service, and travel cost variables. Rates of BoBBs rose during the study's time period and were strongly associated with weather conditions, though even in wet and cold weather, dozens of transit users traveled with their bicycles. To a lesser extent, BoBBs are also associated with transit service levels and travel costs.]]></description>
      <pubDate>Tue, 03 Sep 2013 12:26:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1259122</guid>
    </item>
    <item>
      <title>Changes in Access to Public Transportation for Cycle-Transit Users in Response to Service Reductions</title>
      <link>https://trid.trb.org/View/1242404</link>
      <description><![CDATA[Transit agencies around the country have made significant investments since the late 1990s to coordinate bicycling and public transit services. The purpose is to increase transit ridership by extending the geographic area from which riders can easily and quickly reach transit stops and stations. While it is widely hypothesized that being able to travel on transit vehicles with bicycles, allows riders to access transit stops and stations from a larger geographic area, the empirical evidence of this is scanty. Information available for Northeast Ohio, where the Greater Cleveland Regional Transit Authority (GCRTA) operates rail, bus and demand response transit, presents an opportunity to address an important aspect of this issue. The availability of detailed long-term bicycle-on-bus boardings (BoBBs) data and the implementation of a series of service reductions in 2008, 2009 and 2010 offer an opportunity to ask the question: Do significant changes in geographic access to transit services result in significant changes to the numbers of cycle-transit users accessing GCRTA buses? The evidence from GCRTA’s service area does not support this conclusion, but it does indicate that the rates of utilization of bus bicycle racks is increasing over time, that even in poor weather conditions significant numbers of transit riders travel with their bicycles, and that questions about the conditions, value, and opportunities of cycle-transit coordination remain important for transit users and planners.]]></description>
      <pubDate>Tue, 26 Feb 2013 09:24:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1242404</guid>
    </item>
    <item>
      <title>BRT Update</title>
      <link>https://trid.trb.org/View/1104212</link>
      <description><![CDATA[Over the past few years several transit agencies in the U.S. and Canada have implemented Bus Rapid Transit (BRT) systems. In all cases agencies have taken care to make their BRT vehicles and routes stand out from their regular services through branding, introducing color schemes, advertising, and building upscale stops and stations. Selling the naming rights to a BRT line is netting one agency more than $18 million over the next 25 years. These new BRT systems typically see an increase in ridership for the agencies and receive positive feedback from their riders. The systems can offer riders real time information on bus location and quicker movement through traffic using signal priority technology. Some have queue-jumping lanes at busy intersections where a dedicated signal allows the bus to traverse the intersection ahead of waiting traffic. Updates are provided for BRT systems in Brampton, Ontario; Cleveland, Ohio; Atlanta, Georgia; York, Ontario; and Lane Transit District, Oregon.]]></description>
      <pubDate>Thu, 23 Jun 2011 09:07:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1104212</guid>
    </item>
    <item>
      <title>Open Communication: Key to Managing Workplace Issues</title>
      <link>https://trid.trb.org/View/919204</link>
      <description><![CDATA[This article examines how CEOs of two different transit organizations, Greater Cleveland Regional Transit Authority and southern California’s Metrolink, have dealt with maintaining morale while solving serious problems. Like many transit companies, Greater Cleveland Regional Transit Authority, needed to make cuts to balance its budget, which is required by law. Agency CEO Joseph Calabrese explained that it was necessary to communicate with its employees and customers that the agency was unable to provide the same services and employment benefits that it did when revenues were higher. Unions needed to know that raises meant employing fewer people. The agency has a “Budget Challenges” section on its Website where it discusses in detail what’s happened to revenues, and the adjustments that have to be made. Similarly, the head-on crash of a Metrolink commuter train and a Union Pacific freight train that killed 25 people in Chatworth, California, led to an unpopular decision to place cameras in the lead cars. The union representing Metrolink engineers objected, but CEO John Fenton would not back down. Instead, he would continue to talk to unions to discuss the importance of cameras in ensuring the safety of the operation.]]></description>
      <pubDate>Tue, 22 Jun 2010 07:22:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/919204</guid>
    </item>
    <item>
      <title>Back to Basics: Cleveland Regional Transit Authority's CEO Joe Calabrese Makes Transit Work in This Blue-Collar Town by Focusing on the Basics</title>
      <link>https://trid.trb.org/View/917414</link>
      <description><![CDATA[This article describes Cleveland’s transit system and the principles driving Greater Cleveland Regional Transit Authority CEO Joe Calabrese. The author describes Calabrese’s entry into the world of transportation after emerging from graduate school in 1975. He spent six months working as a driver, a maintenance worker, on the radio, and as a stationmaster in order to understand the internal workings of the transit system. The author also describes the challenges of operating a transit agency in Cleveland today, including a shrinking core population requiring cuts in service, dwindling revenues, and maintaining older buses. The article also describes new services, such as Cleveland’s version of Bus Rapid Transit, what Calabrese calls RTV, or Rapid Transit Vehicles.]]></description>
      <pubDate>Sun, 30 May 2010 07:44:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/917414</guid>
    </item>
    <item>
      <title>Warning Device for Rail Transit Personnel for Approaching Trains</title>
      <link>https://trid.trb.org/View/884667</link>
      <description><![CDATA[This Innovations Deserving Exploratory Analysis (IDEA) project developed and tested a device to give early warning to rail transit personnel of an approaching train and to give early warning to the train operator that personnel are ahead on the tracks.  This device can provide a reliable way of giving the track worker and train operator a warning in enough time to avoid potential accidents, injuries, or death.  Pilot testing was conducted at the following transit agencies:  Massachusetts Bay Transportation Authority (MBTA), Greater Cleveland Regional Transit Authority (GCRTA), and the Maryland Transit Administration in Baltimore, Maryland.  The information provided in this report will enable other rail rapid transit agencies the ability to consider using such devices.]]></description>
      <pubDate>Fri, 06 Mar 2009 15:11:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/884667</guid>
    </item>
    <item>
      <title>Upgrades Good for Operators, Riders</title>
      <link>https://trid.trb.org/View/850056</link>
      <description><![CDATA[This article examines how two cities, Cleveland and Nashville, have upgraded their fare collection systems. The results benefit customers, drivers, and provide far more accurate data on ridership patterns. Cleveland’s Greater Cleveland Regional Transit Authority (GCRTA) offers light rail, paratransit, heavy rail, and a downtown trolley-bus system. The agency recently installed GFI-Genfare’s Odyssey fare box, which features a magnetic card swipe reader as well as a smart card reader, which the agency hopes to use in the future.  The agency is also planning to install new ticket vending machines.  Nashville’s Metro Transit Authority (MTA) moves 8.5 million riders annually aboard 137 buses and 62 transit vans. Its new fare system will accept credit card payments, which speeds boarding and also has been a boon to the disabled passengers who use the agency’s paratransit vans.]]></description>
      <pubDate>Mon, 31 Mar 2008 08:05:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/850056</guid>
    </item>
    <item>
      <title>Maintenance Staffing Levels for Light Rail Transit</title>
      <link>https://trid.trb.org/View/761712</link>
      <description><![CDATA[This synthesis documents light rail maintenance staffing practices and factors important in their development at U.S. transit agencies.  It covers the areas of maintenance functions, new light rail start-up, and management in attempting to give better insight into the variables affecting maintenance staffing.  This topic is of interest to transit managers of existing light rail transit (LRT) operations and those involved in the planning or implementing of new LRT lines.  It is also of interest to agency directors or general managers and executive or board members who need to understand how the industry accomplishes system maintenance.  A survey was conducted to gather feedback from U.S. transit agency staff working in LRT maintenance.  Based on survey results, topical case studies were developed to highlight specific policies and practices at four U.S. agencies--San Diego (CA) Trolley, Inc.; Utah Transit Authority; Tri-County Metropolitan Transportation District of Oregon (TriMet); and the Greater Cleveland (OH) Regional Transportation Authority (RTA).  These combine with supplemental information gleaned from the Federal Transit Administration's National Transit Database to update and expand on the operating characteristics of U.S. LRT systems.]]></description>
      <pubDate>Fri, 14 Oct 2005 16:48:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/761712</guid>
    </item>
    <item>
      <title>CAR-FREE IN CLEVELAND: THE GUIDE TO PUBLIC TRANSIT AND TRANSPORTATION ALTERNATIVES IN GREATER CLEVELAND. 1ST EDITION, 2000</title>
      <link>https://trid.trb.org/View/690406</link>
      <description><![CDATA[This booklet was researched and written by activists who know what car-free living is all about.  It provides information on: getting around easily and conveniently by bus and rail transit with the Greater Cleveland Regional Transit Authority (RTA), Laketran, Akron METRO and seven other regional transit agencies; learning how to make practical and recreational bicycling in Northeast Ohio safer, more convenient, and more fun; discovering the most pedestrian, transit and bicycle-friendly neighborhoods in the region; and finding useful tips on taking taxis, renting cars, and a lot more.]]></description>
      <pubDate>Sat, 11 Aug 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/690406</guid>
    </item>
    <item>
      <title>OHIO WORKS FIRST VANPOOL PROGRAM. PROGRAM RECOMMENDATIONS</title>
      <link>https://trid.trb.org/View/666637</link>
      <description><![CDATA[The new welfare legislation has provided county agencies and transportation providers across the country with a challenge. Individuals transferring from welfare to work encounter similar challenges caused by spatial and temporal mismatches and childcare transportation.  The Greater Cleveland Regional Transit Authority (GCRTA) has developed a vanpool program that seeks to address many of the challenges in getting Ohio Works First (OWF) clients on the path of self-sufficiency.  This report describes an extensive review of Welfare-to-Work (WtW) transportation programs started throughout the country and provides an evaluation of the GCRTA Vanpool Program, as well as the regional program that GCRTA has developed together with Provide-A-Ride, Inc, and the Cuyahoga Work and Training Department.]]></description>
      <pubDate>Thu, 26 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/666637</guid>
    </item>
    <item>
      <title>A CASE FOR THE FUTURE: TRANSIT 2010</title>
      <link>https://trid.trb.org/View/330468</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/330468</guid>
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