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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>Launching Public Private Partnerships for Highways in Transition Economies</title>
      <link>https://trid.trb.org/View/774713</link>
      <description><![CDATA[The private sector has been involved in financing infrastructure in many countries.  This has been done through concessions operating under a public-private partnership (PPP).  However, transition economies do not utilize PPPs very often because of significant and increasing potential financing gaps.  This paper discusses how partial risk guarantees can help PPPs.  The table of contents lists the following chapter headings: 1. Introduction, 2. Background, 3. Some Lessons Learned from Successes and Failures, 4. Concession Laws, 5. Unsolicited Proposals, 6. Steps to Launch a PPP Program in Highways,  7. Selection of the Strategic Private Investor or Concessionaire, 8. World Bank Partial Risk Guarantees, 9. Greenfield and Road Maintenance Concession Programs, 10. World Bank/Public-Private Infrastructure Advisory Facility (PPIAF) Toolkit for PPP in Highways, 11. Economic Feasibility of Projects, and 12. Conclusions.]]></description>
      <pubDate>Mon, 27 Feb 2006 08:54:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/774713</guid>
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      <title>COMMUTER AIR CARRIER LOAN GUARANTEE STUDY</title>
      <link>https://trid.trb.org/View/162308</link>
      <description><![CDATA[The Airline Deregulation Act of 1978 made commuter air carriers eligible for Government guaranteed loans for the purchase of aircraft. The Federal Aviation Administration is charged with responsibility for administering the program. As an aid to determining commuter eligibility for guarantees and because publicly available financial data on commuters is very limited, it was necessary to assemble information from a number of sources such as the Civil Aeronautics Board, State Aviation Commissions, and interviews with commuter management and loan offers of financial institutions. Data and information are provided concerning (1) purchase price and operating costs of commuter type aircraft (2) current aircraft acquisition practices, typical loan terms and historical financial performance (3) current credit-worthiness standards established by the financial community and (4) financial viability and ability of commuters to meet those standards. (Author)]]></description>
      <pubDate>Wed, 06 Feb 2002 00:00:00 GMT</pubDate>
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      <title>INNOVATIVE DESIGN/BUILD APPROACH: AMBASSADOR BRIDGE PROJECT</title>
      <link>https://trid.trb.org/View/468206</link>
      <description><![CDATA[The busiest international border crossing between the United States and Canada is the privately owned and operated Ambassador Bridge, linking Detroit, Michigan, with Windsor, Ontario.  The bridge has undergone many upgrades and expansions since its opening in 1929.  Due to many national and international developments and substantial increases in commercial traffic, the bridge needed another major upgrade and expansion.  The owners planned a $3 million truck-exit ramp to be designed and completed within 12 months.  The owners proposed a turnkey agreement that included several unusual items, such as 100 years of service life with 25 years of maintenance-free structure.  In addition, the owners requested unique guarantees on costs and schedules, concealed conditions, and indemnifications.  The contract negotiated incorporated many of the requested features.  An independent business entity was used to address many of the owners' requirements, including hiring a construction company through a bidding process.  The project was designed and built within budget and on schedule and according to state and federal standards.  The project was subsequently expanded under the same design/build contract to add two phases at a cost of $8.5 million.]]></description>
      <pubDate>Sat, 30 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468206</guid>
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      <title>RISKS AND GUARANTEES IN BOT TENDER</title>
      <link>https://trid.trb.org/View/425964</link>
      <description><![CDATA[This paper discusses the build-operate-transfer (BOT) concept, which is being used increasingly by governments in their drive to privatize major public projects.  Governments view BOT schemes as a method of financing the construction of desparately needed infrastructure projects without direct sovereign guarantee of the loans and with all the technical and financial risks being shouldered by the private promoter.  Issues of risk to be retained by the promoter and the guarantees to be offered to the government in the selection process of a BOT tender are addressed.  Competitive advantage in concession award goes to the promoters that can assume the risks and offer guarantees.]]></description>
      <pubDate>Sun, 25 Jun 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425964</guid>
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      <title>MERCHANT MARINE MISCELLANEOUS: HEARINGS BEFORE THE SUBCOMMITTEE ON MERCHANT MARINE OF THE COMMITTEE ON MERCHANT MARINE AND FISHERIES, 98TH CONGRESS, 2ND SESSION ON ...(H.R.4706), FEBRUARY 8, 1984; ...(H.R.5029), APRIL 3, 1984; ...(H.R.5220 AND H.R.5364), APRIL 10, 1984; AND (H.R.3289), APRIL 12, 1984</title>
      <link>https://trid.trb.org/View/393492</link>
      <description><![CDATA[Transcripts of four congressional hearings are presented. The first hearing concerned H.R.4706, a bill to authorize appropriations for various maritime programs of the Department of Transportation for fiscal year 1985. The second was on H.R.5029, a bill to correct certain problems in administering the title XI Federal Loan Guarantee Program. The third hearing involved three bills: H.R.5091, to authorize appropriations for a maritime construction differential subsidy for fiscal year 1985; H.R.5220, to restructure the Government's involvement in commercial shipbuilding; and H.R.5364, to authorize the start of a shipbuilding program under title 7 of the Merchant Marine Act of 1936. The last hearing concerned H.R.3289, a bill to establish a Commission on Merchant Marine and Defense to study defense-related aspects of the United States merchant marine.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/393492</guid>
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      <title>SHIP FINANCING AND TAXATION, PART 1: HEARINGS BEFORE THE SUBCOMMITTEE ON MERCHANT MARINE OF THE COMMITTEE ON MERCHANT MARINE AND FISHERIES, 99TH CONGRESS, 1ST SESSION, ON TITLE XI, FEDERAL SHIP FINANCING PROGRAM, JUNE 25, 1985 AND OCTOBER 3, 1985</title>
      <link>https://trid.trb.org/View/393785</link>
      <description><![CDATA[This document presents transcripts of two hearings on Title XI, Federal Ship Financing Program. The purpose of the first hearing was to assess the overall performance of the program from its inception. The Second hearing focused on the impact of certain legislative and administrative actions, beginning in 1970, that had the effect of dramatically expanding the Title XI program.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/393785</guid>
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      <title>IMPROVING THE QUALITY AND DURABILITY OF MODULAR BRIDGE EXPANSION JOINTS</title>
      <link>https://trid.trb.org/View/382596</link>
      <description><![CDATA[The Washington State Department of Transportation (WSDOT) has taken steps to improve the quality and durability of modular bridge expansion joints that have a movement rating greater than 150 mm.  Expansion joints are subject to a greater number of load cycles than normal bridge components.  As a result of premature fatigue failures of modular bridge expansion joints in Washington State and elsewhere, WSDOT requires that all modular joint components meet fatigue design and testing requirements. Components are designed for a fatigue life of 100 million cycles.  Fatigue design and testing requirements are included in the contract specifications.  Improved specifications and quality control during manufacture and construction are needed in order to eliminate possible loss of quality caused by competitive bidding and bid shopping.  Preapproved expansion joint models and manufacturers should be identified in the contract plans and specifications.  Contractors should identify which manufacturer is selected at the time of bid submission. It is recommended that modular bridge expansion joints have at least a 5-year guarantee on performance and durability.]]></description>
      <pubDate>Fri, 15 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/382596</guid>
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      <title>OREGON COMMUTER AIR SERVICE PROJECT-TECHNICAL REPORT</title>
      <link>https://trid.trb.org/View/145414</link>
      <description><![CDATA[This project has defined a commuter air service system designed to serve the scheduled air service needs of Oregon's smaller communities.  By utilizing eight-passenger, twin-engine aircraft operating on a scheduled basis, this system could provide needed air service to an additional 600,000 Oregonians in twelve community service areas who are presently without adequate scheduled air service.  The system recommendations resulted from investigation of a number of alternatives and reflect realistic economic and fuel efficiency limits.  These recommendations received the support of nearly all of the potentially affected communities.  Economic viability is not predicted on all the recommended routes.  It may, therefore, be necessary to provide various direct and indirect economic assistance options at the community, state, regional and federal levels.  Such assistance will be needed to encourage timely and appropriate service implementation, increased fuel efficiency and enhance economic viability.  Assistance options identified in this report include community particpation in the development of non-business travel, seat guarantees at the community and state level, selective state economic assistance (where required and shared by benefiting communities), intrastate route awards to maximize the system's viability, and potential economic assistance by the Pacific Northwest Regional Commission.  Related legislative actions and other strategies to effect implementation of the recommended route structure are identified by the project.]]></description>
      <pubDate>Thu, 20 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145414</guid>
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      <title>A METHODOLOGY FOR ESTIMATING THE ECONOMIC BENEFITS OF AN AIRCRAFT ENGINE WARRANTY</title>
      <link>https://trid.trb.org/View/69451</link>
      <description><![CDATA[Aircraft engine warranties are used extensively in the commercial airlines industry. If the Department of Defense hopes to use warranties as a method of reducing engine life cycle costs, the costs and benefits of each warranty must be carefully analyzed. The methodology developed in this study provides framework to assist analysts in estimating the economic benefits of an engine warranty. A test application of the methodology details the benefits of a hypothetical DOD engine warranty, and includes a sensitivity analysis of the key variables. The study concludes that the basic method can be used to estimate the economic benefits of a wide range of engine and equipment warranties. (Author)]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
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