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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>Scheduled Intercity Transportation: Rural Service Areas in the United States</title>
      <link>https://trid.trb.org/View/1543656</link>
      <description><![CDATA[This edition of "Scheduled Intercity Transportation: Rural Service Areas in the United States" updates the edition dated September 2004. Analysis for this edition includes the following: Discontinuance of Amtrak’s Three Rivers train route between Pittsburgh, Pennsylvania and Chicago, Illinois; The second stage of Greyhound Lines’ route restructuring on April 3, 2005 that resulted in the discontinuance of all intercity bus service at 112 locations in the Southwest and South Central sections of the country; Inclusion of year-round scheduled intercity bus or bus/van services in Alaska; Inclusion of the Alaska Marine Highway System ferries that provide service among Alaska coastal communities and to/from Bellingham, Washington; Updating to reflect other miscellaneous additions and deletions of air, rail, and bus service at locations around the United States; and Correction of a number of omissions of airports, rail stations, and bus stations discovered during the updating process, with the most significant number of additions being in Alaska where 76 airports not previously included as scheduled service airports were added to the analysis. Additionally, the projection method used in the geospatial information system analysis for this report has been modified to produce more consistent results when updating. In some cases the change in the method used to project the service area around an intercity transportation facility has resulted in one-time changes to the number of rural residents served by a specific mode even in states where there has been no change in the service provided since the last report. The new projection method is expected to ensure consistency in future updates to this report.]]></description>
      <pubDate>Mon, 15 Oct 2018 16:43:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1543656</guid>
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      <title>Intercity Bus Stop Analysis</title>
      <link>https://trid.trb.org/View/1538472</link>
      <description><![CDATA[Intercity bus services (ICB) provide valuable public transportation services to people traveling long distances or living in rural communities. Federal Transportation Administration (FTA) funding for ICB service is provided under the FTA Section 5311(f) program. The program provides aid and funding to states to support public transportation to rural areas with populations less than 50,000. The program supports existing public transportation and its potential expansion to achieve goals such as: access to health care, shopping, education, employment, public services, and recreation; and assisting in the development and support of intercity bus transportation. ICB services play an important role in rural and small urban communities where there is little or no access to public transportation and few options when traveling to nearby urban areas.  The goal of this project was to analyze demographics in each of the 48 contiguous states, and provide an analysis of the number of rural and small urban communities that have access to the Greyhound intercity bus service network. This network was selected because it is the nation’s largest ICB network, serving more than 3,800 destinations nationwide and carrying 18 million passengers per year.]]></description>
      <pubDate>Thu, 30 Aug 2018 09:43:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538472</guid>
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      <title>The Intercity Bus Renaissance: One Company’s Experience</title>
      <link>https://trid.trb.org/View/1418616</link>
      <description><![CDATA[In this article, the general manager of BoltBus, Dallas, Texas, traces the history of Greyhound and the introduction of BoltBus, Greyhound Express, Greyhound Connect, and QuickLink. The author describes the demographic changes that led to the company’s expansion of scope from rural and long-haul trips to urban center–to–urban center trips. Topics addressed also include adapting curbside features, service amenities, and technology advances.]]></description>
      <pubDate>Fri, 05 Aug 2016 11:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1418616</guid>
    </item>
    <item>
      <title>Panel on Labor Perspective on Fatigue Management Initiatives</title>
      <link>https://trid.trb.org/View/1218675</link>
      <description><![CDATA[The panelists discuss the labor perspective on fatigue management initiatives.  The labor perspectives at the following organizations are presented:  Greyhound Lines; the National Transportation Safety Board; the Federal Transit Administration; Delaware Transit Corporation; and the Southeastern Pennsylvania Transportation Authority.]]></description>
      <pubDate>Tue, 06 Nov 2012 15:04:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1218675</guid>
    </item>
    <item>
      <title>Greyhound Fatigue Management Initiatives</title>
      <link>https://trid.trb.org/View/1218091</link>
      <description><![CDATA[This conference presentation focuses on recent activities at Greyhound examining motor coach operator fatigue.  In November 2002, Greyhound engaged Alertness Solutions, a scientific consulting firm with extensive expertise and experience in creating real-world safety and performance solutions for 24/7 operators, to conduct a comprehensive review of its fatigue management practices and procedures.  Their findings are summarized in this presentation.  In April 2003, Greyhound initiated an Alertness Management Program in an effort to enhance safety and reduce fatigue-related risks within its operations. The program was implemented in collaboration with Alertness Solutions.]]></description>
      <pubDate>Tue, 06 Nov 2012 15:04:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1218091</guid>
    </item>
    <item>
      <title>Greyhound Leads the Way by Equipping Fleet with Seat Belts</title>
      <link>https://trid.trb.org/View/890276</link>
      <description><![CDATA[Greyhound has recently equipped its fleet of 140 Prevost X3-45 motorcoaches with a new model of belted seats that feature lap-shoulder belts and a new technology that offers full compartmentalization protection in frontal crashes, even for unbelted passengers. There are two parts to the seat: the inner structure that provides the lap-and-shoulder belts and absorbs the crash energy for the belted passenger, and an outer seatback that remains vertical and cushions the impact of any unbelted passenger sitting behind it. The first coaches with the new seats are assigned to the New York-to-Montreal, New-York-to-Toronto, and New-York-to-Boston routes. Greyhound eventually plans to install them on all its routes nationwide. While the federal government does not yet require seat belts in large buses, Greyhound is the first to do so, addressing one of five federal highway safety priorities on the National Transportation Safety Board (NTSB) Most Wanted List of Transportation Safety Improvements for 2008. The company that owns Greyhound has worked with the new seat’s manufacturer.  Developing the protocol for the seats involves four steps. The first is to understand the problem: how are passengers being killed or injured in crashes? The second is to evaluate the demographics of the bus riders. In Greyhound’s case, as opposed to yellow school buses, there is a wide spread of potential riders, in terms of size and age. Thirdly, the protocol must be based on an assessment of the current level of safety, including the crash forces that passengers experience. The final step is to consider how often passengers use belts. With Greyhound taking the lead, other smaller companies are following suit, though implementation for smaller operators will take time because of the high costs involved.]]></description>
      <pubDate>Tue, 30 Jun 2009 08:32:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/890276</guid>
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      <title>The Return of the Intercity Bus: The Decline and Recovery of Scheduled Service to American Cities, 1960 - 2007</title>
      <link>https://trid.trb.org/View/865815</link>
      <description><![CDATA[This study assesses the changing status of intercity bus service throughout the United States between 1960 and 2007. Drawing on data from more than 5,000 arrivals and departures in a representative sample of American cities, it shows that U.S. cities lost nearly one-third of their scheduled intercity service between 1960 and 1980 and more than half of the remaining services between 1980 and early 2006. Although commuter-bus and charter-bus business expanded greatly during this period, most regularly scheduled intercity service disappeared. Many consumers considered the remaining service to be a travel option of last resort.  Nevertheless, the study's findings show that the intercity bus sector began to reassert itself in the transportation market later in 2006. By late 2007, the sector was enjoying a significant rebirth and was expanding throughout the country at the fastest rate in more than 40 years. Today, growth by low-cost carriers such as Megabus and the renewed strength of Greyhound and other conventional lines suggests that demand is expanding appreciably. Coincidentally, this resurgence is taking place during the twenty-fifth anniversary year of intercity bus deregulation in the United States]]></description>
      <pubDate>Fri, 22 Aug 2008 08:42:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/865815</guid>
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    <item>
      <title>Greyhound to be acquired by U.K. company</title>
      <link>https://trid.trb.org/View/808333</link>
      <description><![CDATA[Subtitle: A $3.6 billion deal.]]></description>
      <pubDate>Mon, 07 May 2007 15:10:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/808333</guid>
    </item>
    <item>
      <title>Meridian Union Station: Transit Hub and Community Center</title>
      <link>https://trid.trb.org/View/803637</link>
      <description><![CDATA[The concept for Meridian’s Union Station multi-modal transportation center began to evolve in 1990 as community leaders moved toward the goal of rebuilding what had been a beautiful and bustling rail station, maximizing efficiency by putting all ground transportation under one roof and, in the process, infusing new life into a blighted area of the downtown core. The project also had important historical overtones, as Meridian was a child of the railroads and its growth was inextricably tied to rail commerce. The $7 million project, leveraged with ISTEA money and local funding, included reconstruction of the 1905 Union Station tower and restoration of the east wing of the building. The Mission Revival-style structure was designed to house Amtrak, Greyhound, the Meridian Transit System and the city’s economic development agency, with mezzanine-level spaces for community use. Since its opening 2 ½ years ago, Union Station has not only become a transportation center and a hub of community life, it has also sparked more than $10 million in private investment in the once blighted Depot District of downtown Meridian.]]></description>
      <pubDate>Fri, 30 Mar 2007 07:02:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/803637</guid>
    </item>
    <item>
      <title>Greyhound: Building a Better Breed of Bus Company</title>
      <link>https://trid.trb.org/View/790226</link>
      <description><![CDATA[This article presents a profile of Greyhound, the Dallas-based carrier, that is streamlining its route network, withdrawing from money-losing routes and creating a regionally based network. It is also upgrading terminals and adding new coaches aimed at niche passengers such as the Unleashed Spring Break 2006 tour with hip-hop decorations. A new logo is also designed to enhance Greyhound's image and try to re-focus it on the urban youth market. The article provides breakdowns of passenger demographics, which show that about 30 percent have college degrees and make more than $35,000 a year, while students make up 15 to 20 percent. Greyhound Canada is also aiming for the student audience. A Web-based rewards program offers discounts for people who ride frequently.]]></description>
      <pubDate>Tue, 03 Oct 2006 07:44:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/790226</guid>
    </item>
    <item>
      <title>INTERCITY BUS SUBSIDIES : A LIFELINE FOR CALIFORNIA'S SMALLER CITIES</title>
      <link>https://trid.trb.org/View/646440</link>
      <description><![CDATA[This article describes funding for intercity bus service in California, which it describes as a lifeline for elderly, low-income, and student travelers who need to get from one small city to another. The California Department of Transportation (Caltrans) spends about $90 million to subsidize and improve rail service between its large cities, and only $3.8 million to assure bus service connects many of the state's smaller cities. Using bus service between Redding and Eureka on State Route 299 as an example, the article describes how Caltrans supports intercity bus services and what would happen in a typical situation for transit-dependent travelers if the buses did not serve some of these routes. On this particular route, Caltrans provides a grant representing half of what Greyhound, the service provider, expects as a loss from the bus route in the first year. The article relates that it is hoped that by the end of the three-year program, the service will be operating at or near a profit.]]></description>
      <pubDate>Wed, 02 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646440</guid>
    </item>
    <item>
      <title>MOTORCOACH CONSOLIDATION FOLLOWS ECONOMY INTO SLOWDOWN</title>
      <link>https://trid.trb.org/View/694281</link>
      <description><![CDATA[Three motor coach companies have led the consolidation of the industry since the mid-90s, acquiring some 140 independents in that time. But the economic slowdown has also slowed the acquisition pace of Coach USA, VecTour and Greyhound, the biggest operators. This article reports on their acquisition plans and how they intend to operate their new holdings.]]></description>
      <pubDate>Thu, 31 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/694281</guid>
    </item>
    <item>
      <title>MOTORCOACH INDUSTRY BATTERED BY TERRORISM'S SHOCK WAVES</title>
      <link>https://trid.trb.org/View/714998</link>
      <description><![CDATA[In the wake of the September 11, 2001 terrorist attacks, motorcoach companies, many of whom were already hurting from the faltering economy, faced an even bigger setback as traditional fall business from travellers did not materialize. The ABA (American Bus Association) estimates that bus ridership dropped 25% since September 11 and will require the laying-off of 20,000 to 40,000 of the industry's 200,000 workers to compensate. In an effort to convince Congress that financial assistance is necessary, the ABA and the UMA (United Motorcoach Association) have started a letter-writing campaign to support the American Small Business Emergency Relief and Recovery Act, which could jumpstart the industry. The U.S. Small Business Administration has offered some assistance for companies whose annual revenue is $5 million or less, but many feel that not enough is being done to help out the motorcoach industry, given that airline industry has had the benefit of receiving large cash infusions from the federal government. Security concerns, previously not much of an issue, have pressured the motorcoach industry to upgrade the level of security for passenger and driver safety. Greyhound has responded by performing random passenger searches and providing drivers with cellular phones, but the company is asking the federal government to provide funding for stronger security.]]></description>
      <pubDate>Mon, 31 Dec 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/714998</guid>
    </item>
    <item>
      <title>NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-06 THROUGH H-00-09</title>
      <link>https://trid.trb.org/View/654705</link>
      <description><![CDATA[This safety recommendation, addressed to Mr. Jack Haugsland, Chief Operating Officer, Greyhound Lines, Inc., recommends that Greyhound Lines, Inc.:  (1) Revise their driver scheduling practices to reduce scheduling variability that results in irregular work-rest cycles (H-00-06); (2) Include in their drivers' assessment programs all driver traffic and log book violations (H-00-07); (3) Use all current and future data monitoring and storage capabilities of electronic control modules, electronic control units, and similar technologies to enhance vehicle and driver oversight programs by engaging the specific capabilities of each individual unit's programmed or programmable functions to collect and monitor data including, but not limited to, vehicle speed, revolutions-per-minute, hard-brake or sudden decelerations, and other parameters of vehicle and engine operations (H-00-08); and (4) Revise their 1-800-SAFEBUS program to ensure that all complaints are included in drivers' files and used in drivers' assessments (H-00-09).]]></description>
      <pubDate>Mon, 21 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/654705</guid>
    </item>
    <item>
      <title>HIGHWAY ACCIDENT REPORT: GREYHOUND MOTORCOACH RUN-OFF-THE-ROAD ACCIDENT. BURNT CABINS, PENNSYLVANIA. JUNE 20, 1998</title>
      <link>https://trid.trb.org/View/648316</link>
      <description><![CDATA[About 4:05 a.m. on June 20, 1998, a 1997 Motor Coach Industries 47-passenger motorcoach, operated by Greyhound Lines, Inc., was on a scheduled trip from New York City to Pittsburgh, Pennsylvania, traveling westbound on the Pennsylvania Turnpike near Burnt Cabins, Huntingdon County, Pennsylvania.  The bus traveled off the right side of the roadway into an emergency parking area, where it struck the back of a parked tractor-semitrailer, which was pushed forward and struck the left side of another parked tractor-semitrailer.  Of the 23 people on board the bus, the driver and six passengers were killed; the other 16 passengers were injured.  The two occupants of the first tractor-semitrailer were injured, and the occupant of the second tractor-semitrailer was uninjured.  The National Transportation Safety Board (NTSB) determined that the probable cause of this accident was the bus driver's reduced alertness resulting from ingesting a sedating antihistamine and from his fatigued condition resulting from Greyhound scheduling irregular work-rest periods.  Contributing to the severity of the accident was the Pennsylvania Turnpike Commission's practice of routinely permitting nonemergency parking in pull-off areas within the highway clear zone.  The major safety issues identified in this accident were the bus driver's performance, the adequacy of carrier oversight, the adequacy of the design and the appropriateness of the use of pull-off areas, the lack of motorcoach emergency interior lighting and retroreflective signage, and the organization of the disaster preparedness and emergency response management.  This report concludes with recommendations to the National Highway Traffic Safety Administration; the Pennsylvania Turnpike Commission; Greyhound Lines, Inc.; the United Motorcoach Association; and the American Bus Association made by NTSB as a result of the investigation.]]></description>
      <pubDate>Sun, 16 Apr 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/648316</guid>
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