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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>PROPOSAL FOR CHANGE IN THE RAILROAD INDUSTRY-WIDE CAR MANAGEMENT SYSTEM. PHASE II TASK FORCE 4. AAR FREIGHT CAR UTILIZATION PROGRAM</title>
      <link>https://trid.trb.org/View/149858</link>
      <description><![CDATA[Significant changes in the inter-railroad management of general service freight cars are proposed.  These changes, when properly executed, will increase on-line car supply, improve car utilization, and more adequately compensate car owners for the use of their cars by other railroads.]]></description>
      <pubDate>Mon, 09 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149858</guid>
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    <item>
      <title>A LEASING SOLUTION TO THE RAIL CAR SHORTAGE</title>
      <link>https://trid.trb.org/View/86998</link>
      <description><![CDATA[An organization involved in bringing new capital and equipment to railroads, Itel Corp. has become a major owner of freight cars and of short-line railroads.  Itel has utilized the tax leveraged lease, operating lease, full-service lease and offers such services as car hire accounting, fleet management, and engineering/maintenance services.]]></description>
      <pubDate>Wed, 11 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86998</guid>
    </item>
    <item>
      <title>TRANSPORTATION REQUIREMENTS OF COAL TO THE MARKET PLACE</title>
      <link>https://trid.trb.org/View/56901</link>
      <description><![CDATA[Several elements in the Rail Revitalization and Regulatory Reform Act will materially benefit the coal industry.  One is Section 310, "Equitable Distribution of Cars for Unit Train Service".  The establishment of a dual fleet for railroad owned cars -- unit train and non-unit train -- will enable mines to receive a more certain car supply.  Of nearly equal importance, the new Act brings together capital and commitment in rail ratemaking by virtue of a long needed provision.  That provision is Section 206, which provides protection for a rate requiring a capital investment by the carrier, or the users, of one million dollars or more.]]></description>
      <pubDate>Fri, 13 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56901</guid>
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      <title>REPLACEMENT VALUE COSTING CONCEPTS AND METHODOLOGY</title>
      <link>https://trid.trb.org/View/54958</link>
      <description><![CDATA[The study, funded by Canadian National, is essentially a conceptual examination and critical analysis of replacement value costing principles as they might be applied to railway operations.  The recommendations, concerning the use of a replacement value system, particularly address the selection of cost information pertinent to the service pricing decision.  Freight car capital charges are an important and relatively uncomplicated component of unit costs, and hence were chosen as an example.  The development was directed towards the determination of a realistic unit capital charge per unit time (cost per car per year).  For pricing purposes, this must ultimately be converted to a charge per unit of service, possibly on an individual movement basis. It is significant to note that the freight car costing question is simpler than certain companion issues, particularly the problem of applying replacement value to the fixed way.  Study of this has been incorporated into the Road Maintenance Cost Model project.  In general, a simple uniform set of rules, that are applicable to a broad range of circumstances, must be the ultimate objective of this research.]]></description>
      <pubDate>Wed, 09 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54958</guid>
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      <title>INSTITUTIONAL IMPEDIMENTS TO EFFICIENCY: THE CASE OF RAIL FREIGHT CAR SUPPLY</title>
      <link>https://trid.trb.org/View/53596</link>
      <description><![CDATA[Research is reported which resulted from efforts to estimate savings which might accrue to the railroad industry from a proposal for market pricing of freight car use.  The article examines the impact of present car-pricing and distribution regulations on the supply of railroad freight cars, and estimates the diseconomies incurred by the railroads collectively as a result of these policies.  Only the external effects generated by improper pricing and car distribution rules are considered here.  Except for excessive empty car mileage and excess peak capacity, other inefficiencies thought to exist in rail operations are not considered.]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53596</guid>
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      <title>FREIGHT TRANSPORTATION. A DIGEST OF TECHNICAL PAPERS. VOLUME I</title>
      <link>https://trid.trb.org/View/62565</link>
      <description><![CDATA[This volume contains a number of technical papers dealing with intercity freight transportation.  Collectively, these systems-oriented papers consider a wide range of subject matter including transportation facilitation, commodity flow, regulation, automatic control, demand modeling, transportation energy, evaluation of innovation, tariff computerization, network analysis and new concepts for freight transportation.  In addition to those subjects that deal with the transportation system or process, there are papers that treat specific modal considerations.  These include discussion of aerodynamic drag effects on rail piggyback operations, rail freight yard technology review, summary of motor carrier return on investment considerations in a regulated industry, results of pipeline studies and use of simulation for waterway navigation and control.]]></description>
      <pubDate>Tue, 01 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62565</guid>
    </item>
    <item>
      <title>TROUBLED TRACK</title>
      <link>https://trid.trb.org/View/36326</link>
      <description><![CDATA[This article puts the industry in perspective, noting deferred maintenance is not confined to the publicized difficulties of the Northeast railroads.  Over the past two decades railroads have worked themselves into an overwhelming imbalance with equipment money being available and investments having been primarily above the rail. Money-starved track has then been punished by higher speeds and heavier axle loading.  Government could decide it is time to equalize the "public cost" for transportation right-of-way betterment.  Technology is of little use unless the railroad right-of-way is fit to serve contemporary needs and railroad personnel learn to use technology to best advantage.]]></description>
      <pubDate>Thu, 19 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36326</guid>
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    <item>
      <title>A CAPITAL EXPENDITURE MODEL FOR RAILROAD EQUIPMENT</title>
      <link>https://trid.trb.org/View/26166</link>
      <description><![CDATA[This article was initiated as a result of private research undertaken in the area of the econometric cost of capital in the transportation sector of the U.S. economy.  It is presented as an efficient and unbiased model of evaluating capital equipment investments by railroads utilizing a Capital Investment Computer Program (CICP). The basic model shows that total net return can be used effectively for the capital budgeting program and for indicating the order in which a set of proposals should be used to maximize return on investment.  The model can be extended using Monte Carlo simulation to determine the nature of risk inherent in any investment plan.  It should be possible to determine the right mix of proposals such that expected profits are maximized without an undue element of risk.]]></description>
      <pubDate>Tue, 08 Apr 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26166</guid>
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      <title>ECONOMIC ASPECTS OF THE INTERNATIONAL GOODS WAGON AGREEMENTS</title>
      <link>https://trid.trb.org/View/25175</link>
      <description><![CDATA[At a time when investment capital is scarce and expensive, it is a particularly important task of management to try and insure that the investments not only pay for themselves but also, in addition, contribute towards the financial success of the undertaking.  It is not always the case that the distribution of cost and revenue over the railways taking part in international traffic meets this requirement.  It is true that the railway administrations continually try to achieve, through the international goods wagon agreements, an equitable compensation for the stand-by costs of the wagons.  The contribution of the investments in goods wagons towards the financial success of the owning administration is, however, confined to the compensation in kind which can be achieved in terms of wagon-days.  In view of the notorious imbalance in international traffic flows, such a compensation is, to a large extent, impracticable.  This applies, in particular, to railways in centrally situated countries with heavy export traffic.  From this economic point of view, the paper deals with the existing international goods wagon agreements and with the present projects for the extension of the West European wagon pool.]]></description>
      <pubDate>Tue, 11 Feb 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25175</guid>
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    <item>
      <title>THE RELATIONSHIP BETWEEN FREIGHT CAR COSTS AND TRAFFIC</title>
      <link>https://trid.trb.org/View/27076</link>
      <description><![CDATA[The relationship between car costs and traffic is particularly relevant to railroad management decisions.  The author observes that there are factors which are unaccounted for in traditioal accounting.  It is suggested that linear programming might be applied to obtain the maximization of profits.  Another approach is the investment model.  This model has its place where the disaggregative type of data required for linear programming is not available.  While more research should be conducted to develop both approaches for application estimating investment unit costs, there is a greater payoff to railroad management in emphasizing linear programming or, by extension, the operations research approach.]]></description>
      <pubDate>Thu, 09 Jan 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/27076</guid>
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