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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>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>European Railway Infrastructure: Towards a Convergence of Infrastructure Charging?</title>
      <link>https://trid.trb.org/View/758888</link>
      <description><![CDATA[The main objective of the 1991 European Directive (91/440) was to split transport operating from infrastructure management (at least in accounting terms), to open railway operation to competition, and to develop market relationships in order to increase efficiency. Consequently, the issue of infrastructure charges is becoming more and more important. This article investigates the European railway infrastructure, considering infrastructure charging trends.  The author first presents the theoretical foundations of the uncertainties in the economic factors (including long and short run marginal costs, efficient pricing, long-term incremental costs, tariffs), then describes how some national railroad infrastructure charging policies bring answers to the infrastructure charging issue.  The author outlines the British, German, and French charging policies.  The author concludes that, despite national differences, there are some signs of ways of convergence of infrastructure charges, due to the fact that the same key issue remains about infrastructure management: how to finance the renewal and development of infrastructure.]]></description>
      <pubDate>Tue, 23 Aug 2005 11:26:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/758888</guid>
    </item>
    <item>
      <title>COST-EFFECTIVENESS TECHNIQUES FOR HIGHWAY SAFETY: RESOURCE ALLOCATION. FINAL REPORT</title>
      <link>https://trid.trb.org/View/268394</link>
      <description><![CDATA[This document is the final report on a FHWA project entitled "Testing of Improved Evaluation Techniques Using a Representative Set of Accident Countermeasures."  This report describes improved and updated highway accident costs and statistics developed from traffic accident and roadway data from five states (Alabama, Montana, North Carolina, North Dakota, and Texas), procedures for including other highway user costs in cost-effectiveness evaluations of highway accident countermeasures, and an improved cost-effectiveness methodology for highway safety.  Computer programs were developed for three cost-effectiveness procedures--integer programming, dynamic programming, and incremental benefit-cost.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:38:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/268394</guid>
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    <item>
      <title>COST-EFFECTIVENESS TECHNIQUES FOR HIGHWAY SAFETY: RESOURCE ALLOCATION. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/268393</link>
      <description><![CDATA[This document is the executive summary for the final report on a FHWA project entitled "Testing of Improved Evaluation Techniques Using a Representative Set of Accident Countermeasures."  This report describes improved and updated highway accident costs and statistics developed from traffic accident and roadway data from five states (Alabama, Montana, North Carolina, North Dakota, and Texas), procedures for including other highway user costs in cost-effectiveness evaluations of highway accident countermeasures, and an improved cost-effectiveness methodology for highway safety.  Computer programs were developed for three cost-effectiveness procedures--integer programming, dynamic programming, and incremental benefit-cost.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:38:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/268393</guid>
    </item>
    <item>
      <title>BUS ROUTE COSTING PROCEDURES: FINAL REPORT</title>
      <link>https://trid.trb.org/View/208232</link>
      <description><![CDATA[This study develops uniform techniques for accurately estimating the incremental change in overall system cost due to planned, small scale bus service changes.  Current costing procedures were catalogued and evaluated.  Based on investigation of factors that influence costs, a proposed technique was devised.  Its strengths and weaknesses were appraised relative to other known methods. Chapter 2 reviews costing procedures that have been applied in the past.  Chapter 3 presents an overview of the proposed method which concentrates on driver wages and benefits and those provisions of work rules which affect computation of total compensation.  Both the calibration and application phases are described in a step-by-step manner.  Chapter 4 describes the testing program for the proposed method.  For comparison, baseline costs were established using a scheduling-based, cost bulid-up approach.  Other costing methods were also tested.  Using Twin Cities Transit as a test site, approximately a dozen service changes were costed. Chapter 5 summarizes the overall capability and performance of the proposed method.  Proposals are also made for further research in those areas offering the most promise. Automation is seen as simplifying resource requirements for applying the costing method.]]></description>
      <pubDate>Tue, 29 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/208232</guid>
    </item>
    <item>
      <title>FUEL ECONOMY EFFECTS AND INCREMENTAL COST, WEIGHT AND LEAD TIME IMPACTS OF EMPLOYING VARIABLE VALVE TIMING (VVT) ENGINE TECHNOLOGY</title>
      <link>https://trid.trb.org/View/472132</link>
      <description><![CDATA[Variable valve timing (VVT) can improve fuel economy by lowering idle speed, allowing engine downsizing and improving cycle efficiency under part load operation, the latter mainly by reducing pumping work.  This report presents a paper study of the fuel economy benefits and the incremental manufacturing costs, tooling costs and engine weights as well as production lead time for a VVT engine.  Emission levels are considered.  As a base, a 4-valve, V-6 engine of 3.5 liters was used with a 3750 lb. passenger vehicle.  The VVT system applied to that engine was a combination of the Atsugi cam phasing system, a modified Mitsubishi MIVEC long and short duration cam system and intake port throttle.  The final VVT engine was presumed to have reduced idle speed (500 vs 640 rpm base) and an 8% lower displacement (3.22 liters).  Part load fuel economy results were calculated by using a single cylinder engine computer program, published data and extrapolated experimental data.  Fuel economy results are presented for both EPA City and Suburban Cycles as well as the Combined Cycle.  Incremental costs and weights for the various systems are presented.  Because trucks have somewhat different speed/load characteristics than passenger cars, duplicate fuel economy calculations were made for a typical 3625 lb. light truck with a 3.0 liter engine.]]></description>
      <pubDate>Mon, 12 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472132</guid>
    </item>
    <item>
      <title>FUEL ECONOMY EFFECTS AND INCREMENTAL COST, WEIGHT AND LEAD TIME IMPACTS OF EMPLOYING VARIABLE VALVE TIMING (VVT) ENGINE TECHNOLOGY. SUMMARY REPORT</title>
      <link>https://trid.trb.org/View/472128</link>
      <description><![CDATA[The results of this summary report and the attached contractor study suggest that the incorporation of variable valve timing features into a modern V-6 engine will be fairly costly to the vehicle buyer.  However, fuel economy gains will likely be significant over the life of the vehicle.  The scope of this project did not include any estimates of the long term benefits that would accrue to vehicle owners through energy conservation. Most important, the cost and weight contained herein is based on a theoretical engine design for which the dimensions are approximate.  Hence, the estimates provided below and throughout this report are preliminary only.  The $392 retail price increase shown below represents a composite for Chrysler, Ford, and General Motors.  The variable valve timing features selected for inclusion in this study are: variable camshaft phasing, long and short event follower cams, and divided air intake runners with a port throttle in one runner.  Oil system and variable valve timing system controls plus miscellaneous wiring, clips, painting, plating and assembly labor complete the changes required to incorporate the variable valve timing system into the selected engine design.  Estimated retail price and weight increases associated with these changes are as follows: camshaft phaser - $259.65; long and short event follower - $35.61; port throttle - $44.20; oil system and VVT controls - $68.74; miscellaneous changes - $27.78; delete cam shaft sprocket casting and bolt, EGR valve, mounting, and attachments - $(44.16); total incremental retail price - $391.82; incremental weight - 19.57 LBS.]]></description>
      <pubDate>Sun, 11 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472128</guid>
    </item>
    <item>
      <title>INCREMENTAL COST OF TRUCKING GRAIN FROM DELIVERY POINTS ON BRANCH LINES WHOSE OPERATION IS TO BE ABANDONED TO ALTERNATE DELIVERY POINTS: REPORT</title>
      <link>https://trid.trb.org/View/466229</link>
      <description><![CDATA[The National Transportation Agency conducted an analysis of the economic costs to the grain handling and transportation system of retaining or abandoning a number of light steel and low volume Prairie grain branch lines.  This report describes the approach used to develop the incremental costs of trucking grain implied by a change from the current situation to the abandonment of the branch lines under study, giving rise to an alternate scenario. The study team used a three-step approach to estimate the incremental costs of trucking grain: estimation of grain hauling costs to the current delivery point locations from producers' farms; estimation of anticipated costs for hauling the same volume of grains to alternate delivery point locations; and subtracting current haul costs from alternate haul costs.  The report includes a review of the sources of basic information needed to carry out those three steps, including information on grain volumes and traffic, delivery points and distances, the truck costing model, and sensitivities to changes in assumptions. The appendix includes trucking cost results using the Trimac costing model.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466229</guid>
    </item>
    <item>
      <title>FORECASTING THE COST OF DRIVING</title>
      <link>https://trid.trb.org/View/459033</link>
      <description><![CDATA[A key parameter in most transportation studies is the cost per mile of operating a motor vehicle.  Analyses of traveler mode choice usually focus on the cost of private vehicle operation. Although interest in vehicle operation waned in the 1980s, environmentalists with air quality issues have brought renewed interest to the cost of driving.  This article discusses the incremental cost of driving, that is, the cost per mile of operating a vehicle in terms of consumable items (fuel, oil, tires) and distance-related items (scheduled maintenance).  The analysis concentrates on light-duty vehicles--passenger cars and pickup trucks--used for personal transportation.  The author reveals that the incremental cost of vehicle operation has dropped due to decreases in the real price of gasoline and increases in fuel economy, which results in increased vehicle usage and decreased transit ridership.]]></description>
      <pubDate>Thu, 02 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459033</guid>
    </item>
    <item>
      <title>INCREMENTAL COST, WEIGHT, AND LEADTIME IMPACTS OF REQUIRING HEAVY TRUCK TRACTOR/TRAILER ABS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/454190</link>
      <description><![CDATA[This report documents the findings of an incremental cost, weight, and leadtime analysis developed from process cost and weight teardown of heavy truck antilock braking system (ABS) hardware from three manufacturers - Rockwell/WABCO, Midland-Grau and Bendix.  Both truck tractor and trailer ABS configurations were studied including failure warning systems and several types of ABS tractor/trailer connectors.  The scope of this study was confined to Class 7 and 8 trucks and tractor/trailers, which represent 72.4% of the total vehicles under consideration.  A baseline tractor/trailer combination, an "18-wheeler" Navistar tractor pulling a Great Dane trailer, was used to determine cost and weight estimates of the three different ABS manufacturers' hardware and ABS configurations when fully installed on the vehicle.  A supplementary analysis of Class 7 single unit trucks using Rockwell/WABCO hardware provided estimates for incremental cost and weight impacts for this class of vehicle.  The significant findings of this study are:  1) Tractor/trailer ABS configurations examined in this study should result in price and weight increases no greater than $1700 and 100 pounds per vehicle combination; 2) Single unit heavy truck ABS should result in price increases of $900 or less per vehicle; and 3) The proposed effective dates for ABS installation for each vehicle type should permit adequate leadtime for implementation of heavy truck ABSs as standard equipment.]]></description>
      <pubDate>Thu, 28 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454190</guid>
    </item>
    <item>
      <title>INCREMENTAL BRIDGE CONSTRUCTION COSTS FOR HIGHWAY COST ALLOCATION</title>
      <link>https://trid.trb.org/View/425258</link>
      <description><![CDATA[The procedures and results of an incremental load analysis of bridge construction costs that consisted of the design and pricing of 960 bridges were documented.  These 960 bridge type, load, and span combinations were composed of 11 different bridge types ranging in span from 9 to 72 m (30 to 240 ft) and designed for loads ranging from H2.5 to HS25.  The bridge type and span combinations included in this factorial reflect current national design and construction practices, as revealed by statistical summaries obtained from the National Bridge Inventory data base. The incremental bridge cost results are important inputs for the highway bridge cost allocation procedures carried out at the federal and state levels.  In addition to the bridge cost results, moment ratios of live load to dead load were recorded during this bridge design exercise.  The moment ratios obtained in such an exercise can contribute significantly to policy evaluations--especially those that attempt to define the economic impacts of vehicle size and weight changes on bridges at the highway network level.]]></description>
      <pubDate>Mon, 01 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425258</guid>
    </item>
    <item>
      <title>INCREMENTAL METHOD OF ALLOCATING HIGHWAY COSTS</title>
      <link>https://trid.trb.org/View/93180</link>
      <description><![CDATA[A LOUISIANA HIGHWAY FINANCE STUDY WAS CONDUCTED IN CONJUNCTION WITH A COMPREHENSIVE ENGINEERING STUDY OF HIGHWAY NEEDS WITHIN THE STATE. INCREMENTAL ANALYSIS WAS USED. THE FOUNDATION OF THE INCREMENTAL METHOD IS THE FACT THAT VEHICLES OF DIFFERENT DIMENSIONS AND WEIGHTS DIFFER IN THEIR REQUIREMENTS FOR HIGHWAY FACILITIES. THE APPROACH INVOLVES AN ATTEMPT TO DIFFERENTIATE THE COST ATTRIBUTABLE TO VEHICLE WEIGHT AND SIZE AND TO ASSIGN THESE COSTS TO VEHICLES IN GRADUATED WEIGHT-AND-SIZE-INCREMENT GROUPS. THE APPORTIONMENT USED IN THE LOUISIANA INCREMENTAL ANALYSIS INVOLVES A FEATURE ORIGINATED BY MELTON. THE OBJECTIVE IS TO SEPARATE THOSE HIGHWAY COSTS CHARGEABLE TO THE HIGHWAY USER FROM THOSE WHICH SHOULD NOT BE CHARGES TO THE HIGHWAY USER. LOUISIANA REGISTERS TRUCKS AND TRAILERS BY LOAD-CARRYING AXLE WEIGHT. THE LOUISIANA STUDY DISTRIBUTES WEIGHT-RELATED COSTS BETWEEN VEHICLES FALLING INTO THE VARIOUS WEIGHT INCREMENTS ON AN AXLE-MILE BASIS. NONWEIGHT COSTS ARE DISTRIBUTED ON AN AXLE-MILE BASIS. THE PROBLEM OF SELECTING THE MOST VALID INVENTORY FIGURES WAS EXTREMELY DIFFICULT. THE NEXT PROBLEM WAS OF DISTRIBUTING TOTAL TRAFFIC BY ROAD- SURFACE TYPE AND BY VEHICLE-USE TYPE AND WEIGHT GROUP. THE DISTRIBUTION OF TOTAL TRAFFIC BY PROPOSED SURFACE TYPE WAS ACCOMPLISHED BY IBM TABULATION OF TRAFFIC COUNT DATA FOR EACH SECTION OR PORTION OF THE ROAD SYSTEM. AVERAGE ANNUAL MILEAGE DATA AVAILABLE FOR COMMERCIAL VEHICLES IN LOUISIANA SERVED AS A GUIDE TO ADJUSTMENTS WHERE INCONGRUITIES APPEARED IN RESULTS OBTAINED FROM THE STATISTICAL APPROACH.]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93180</guid>
    </item>
    <item>
      <title>INITIAL PROBLEMS CONFRONTED IN THE KENTUCKY INCREMENTAL-COST STUDY</title>
      <link>https://trid.trb.org/View/93181</link>
      <description><![CDATA[DIFFICULTIES ARE DISCUSSED OF THE DECISIONS IN DEFINING WHAT IS THE BASIC VEHICLE AND THE BASIC ROAD. IN AN INCREMENTAL-COST STUDY, IT IS ESSENTIAL THAT INCREMENTS IN PAVEMENT DESIGN STANDARDS BE BASED ON BOTH AXLE LOADS AND TRAFFIC VOLUME. THE METHOD OF HIGHWAY CLASSIFICATION, WHEN FOLLOWED IN KENTUCKY, LED TO FOURTEEN BASIC DESIGN STANDARDS FOR RURAL ROADS. WHEN OTHER MODIFICATIONS WERE COUNTED, A GRAND TOTAL OF THIRTY-FOUR CLEARLY IDENTIFIED STANDARDS RESULTED. THE DETERMINATION OF MAINTENANCE COSTS AND THE CONSTRUCTION OF MAINTENANCE-COST INDEXES ALSO PRESENTED MANY PROBLEMS WHICH ARE DISCUSSED.]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93181</guid>
    </item>
    <item>
      <title>COMMENTS ON TAX-ALLOCATION BY INCREMENTAL METHOD BASED ON APPLICATION OF THE METHOD IN MINNESOTA, 1953-54</title>
      <link>https://trid.trb.org/View/93183</link>
      <description><![CDATA[THE PHILOSOPHICAL FRAMEWORK IS REVIEWED WITHIN WHICH THE INCREMENTAL METHOD WAS DEVELOPED TO OUTLINE THE MINNESOTA STUDY PROCEDURE AND INDICATE HOW CERTAIN CLASSES OF VEHICLES WERE TREATED AS A RESULT OF THAT PROCEDURE, AND TO SUGGEST WAYS OF PERFORMING FUTURE INCREMENTAL METHOD SOLUTIONS OF THE PROBLEM OF ALLOCATING HIGHWAY USER TAXES. THE INCREMENTAL METHOD APPEARS TO REPRESENT A RATIONAL APPROACH TO THE NECESSITY OF DEVELOPING A TAX STRUCTURE BASED ON A BUYER-SELLER RELATIONSHIP. THE EXTENT OF AGREEMENT AS TO THE SUITABILITY OF THE INCREMENTAL METHOD INDICATES THAT THE RESULTS SHOULD PROVIDE A RELIABLE BASE FOR LEGISLATIVE ACTION IN STATES REQUIRING THE DEDICATION OF HIGHWAY USER REVENUE.]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93183</guid>
    </item>
    <item>
      <title>ON THE INCREMENTAL ANALYSIS OF HIGHWAY-COST RESPONSIBILITY</title>
      <link>https://trid.trb.org/View/93184</link>
      <description><![CDATA[PROBLEMS OF THE VARIABLES IN THE INCREMENTAL ANALYSIS OF HIGHWAY COSTS ARE DISCUSSED. THE BASIC ROAD STANDARD, ROAD CLASSIFICATION, SHIFTS IN HIGHWAY EXPENDITURES AND TRUCK FEES ARE DISCUSSED. ANALYSIS OF THESE ITEMS IN WASHINGTON STATE FOR THE HIGHWAY COST ALLOCATION PROJECT USING INCREMENTAL APPROACHES IS DISCUSSED.]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93184</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF TRANSPORTATION SYSTEM ALTERNATIVES</title>
      <link>https://trid.trb.org/View/134140</link>
      <description><![CDATA[THE DEVELOPMENT OF ALTERNATIVE METROPOLITAN-WIDE TRANSPORTATION NETWORKS ARE DISCUSSED. THE STRATEGIES AND TECHNIQUES FOR PRODUCING TRANSPORTATION PLAN ALTERNATIVES WHICH WILL BE SUBJECTED TO FURTHER TESTING AND EVALUATION ARE INVESTIGATED. A KNOWLEDGE OF THE CRITERIA BY WHICH SYSTEMS WILL BE EVALUATED IS ESSENTIAL TO THE DEVELOPMENT OF ANY SYSTEMATIC METHOD OF GENERATING ALTERNATIVES. THE EFFICIENT SPACING FORMULA REPRESENTS AN EXAMPLE OF A TECHNIQUE USED IN DEVELOPING AN ALTERNATIVE THAT IS DIRECTLY RELATED TO A CRITERION. THE CRITERION IS TO DETERMINE THE SPACING WHICH WILL MINIMIZE THE SUM OF ALL TRANSPORTATION COSTS. THIS FORMULA RELATES THE SPACING OF EXPRESSWAYS TO TRIP END DENSITY, THE COST PER MILE OF EXPRESSWAYS, THE COST OF TRAVEL ON EXPRESSWAYS AND ARTERIALS, AND THE PROPORTION OF ALL TRIPS THAT WILL USE EXPRESSWAYS. INCREMENTAL PROGRAMMING TECHNIQUES ARE DISCUSSED AS AN ALTERNATIVE METHOD.]]></description>
      <pubDate>Fri, 18 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134140</guid>
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