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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>Transportation Stimulus Spending and Long Term Unemployment</title>
      <link>https://trid.trb.org/View/1593364</link>
      <description><![CDATA[The authors' work evaluated the effectiveness of Recovery Act highway infrastructure spending for the specific purpose of creating construction jobs and boosting overall employment in specific regions—such as Economically Distressed Areas (EDAs)—during the great recession. For this purpose, the authors built a new database using the full project-level records from Recovery.gov (no longer available online), and combined it with county-level employment data from a number of sources that draw from unemployment insurance and payroll tax administrative records. The information in the combined database allowed the authors to confront several challenges that have arisen in previous attempts to evaluate the employment effects of stimulus spending. First, basic estimates of job creation often rely on reported body counts of employees working directly on specified government-funded projects; this, of course, does not measure the true causal job impact so long as some of those workers would have remained employed regardless of the public expenditure. To overcome this problem, the authors used the richness of the data to implement a  variable-treatment-intensity difference-in-differences estimator that compares detailed industry-level employment tabulations for observably similar counties in the same state that received a different level of spending for reasons unrelated to latent construction-sector trends. Second, the Recovery.gov data report contained both the detailed site locations and the locations of contractors' offices for all highway construction projects funded by the Recovery Act, which allowed the authors to evaluate employment impacts near construction sites and near contractor offices. Preliminary analyses indicated the importance of considering vendor and project location jointly, as vendors are highly mobile (at least within states). To the extent that causal employment effects near employment sites were not detected, the authors considered the possibility that this was because jobs supported by such work were not based in the same locale as the construction.]]></description>
      <pubDate>Tue, 09 Apr 2019 11:45:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593364</guid>
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      <title>Keeping America’s Pipelines Safe and Secure: Key Issues for Congress</title>
      <link>https://trid.trb.org/View/1367906</link>
      <description><![CDATA[Nearly half a million miles of pipeline transporting natural gas, oil, and other hazardous liquids crisscross the United States. While an efficient and fundamentally safe means of transport, many pipelines carry materials with the potential to cause public injury and environmental damage. The nation’s pipeline networks are also widespread and vulnerable to accidents and terrorist attack. The federal pipeline safety program is authorized through the fiscal year ending September 30, 2015, under the Pipeline Safety, Regulatory Certainty, and Job Creation Act of 2011 (P.L. 112-90), which was signed by President Obama on January 3, 2012. This report reviews the history of federal programs for pipeline safety and security, key policy issues, and recent developments leading up to P.L. 112-90. Although the act contains over 30 substantive sections, this report focuses only on a subset of provisions of key interest in recent congressional debate including staffing resources for pipeline safety and security, automatic shutoff valves, and penalties for pipeline safety violations.]]></description>
      <pubDate>Fri, 25 Sep 2015 16:17:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367906</guid>
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    <item>
      <title>U.S. Transit, Transportation and Infrastructure: Considerations and Developments. Volume 1</title>
      <link>https://trid.trb.org/View/1251728</link>
      <description><![CDATA[This book discusses how policymakers at all levels of government are debating a wide range of options that address the nation's faltering economic conditions. One option that is once again receiving attention is accelerated investments in the nation's public infrastructure. Infrastructure includes highways, mass transit, airports, water supply, wastewater, and other facilities in order to create jobs while also promoting long-term economic growth. The book discusses policy issues associated with using infrastructure as a mechanism to benefit economic recovery. The roles of infrastructure investment in economic growth generally and in contributing to bolstering a faltering economy are also discussed. Key issues include the potential role of traditional and "green" infrastructure in creating jobs, timing and setting priorities.]]></description>
      <pubDate>Wed, 19 Jun 2013 10:47:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1251728</guid>
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    <item>
      <title>Fixing It: Infrastructure and the Economy</title>
      <link>https://trid.trb.org/View/1141175</link>
      <description><![CDATA[The National Association of Counties recently commissioned a survey of 1,300 county engineers on America’s road and bridge infrastructure and the economy. National Research, LLC, conducted the survey by telephone and received 400 completed responses from counties in 31 states, all of which have road and bridge responsibilities. Thirty-nine responding counties were large urban counties with populations from 400,000 to nearly 4 million and 70 responses were from small rural counties with populations below 10,000. The survey asked about the current conditions of county roads and bridges and how the recent economic slowdown has affected construction and maintenance funding. It also asked how much funding each county would need to upgrade all of its roads and bridges to “good” condition and whether the availability of this additional funding would create jobs in the community. Some of the highlights among the survey findings are as follows:  81% report that they have deferred maintenance since the beginning of the economic slowdown; 98% report that some of their roads are in poor and/or fair condition; 86% report having bridges in poor condition; 91% say that the receipt of infrastructure funding would help create jobs; 11% report that more than $50 million in additional funding would be needed to put all county roads in “good” condition; 52% of large urban counties report that more than half of their roads are not in “good” condition; 86% of large urban counties report that some of their roads are in poor condition; and 51% report that they experienced funding cuts of between 10% to 25% of funding levels since 2008.]]></description>
      <pubDate>Fri, 15 Jun 2012 16:10:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1141175</guid>
    </item>
    <item>
      <title>Rapid Response Stimulus Package for Improving Local Roads and Creating Jobs in Armenia</title>
      <link>https://trid.trb.org/View/1107580</link>
      <description><![CDATA[In late 2008, the Republic of Armenia requested World Bank assistance to help mitigate the local impact of the global financial crisis. This paper describes how the Lifeline Road Improvement Project (LRIP) in Armenia was prepared and implemented as a rapid-response stimulus package. The project was prepared in just 6 weeks. This project helped rehabilitate more than 150 km of low-volume rural roads and generated about 15,000 person-months of employment over an 8-month period from May to December 2009. The World Bank’s Operational Policy 8.0, Rapid Response to Crises and Emergencies, was applied to the design and implementation of this project. This operational policy is invoked when major adverse economic and social impacts resulting from natural disasters or crises caused by humans occur and triggers the use of a set of streamlined procedures for rapid project preparation and implementation. The lessons learned from the design and implementation of this stimulus package offer useful guidance for preparing rapid-response infrastructure programs and projects under similar conditions and circumstances in other countries.]]></description>
      <pubDate>Wed, 27 Jul 2011 13:42:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1107580</guid>
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      <title>Department of Transportation Inspector General Top Management Challenges for Fiscal Year 2010. Federal Aviation Administration Year End Progress Reports</title>
      <link>https://trid.trb.org/View/1103052</link>
      <description><![CDATA[The Recovery Board has echoed the concerns voiced by the Department of Transportation's (DOT) Office of the Inspector General (OIG), that allocating resources to support high-priority Recovery Act programs could adversely impact non-Recovery Act activities across the federal government. The Federal Aviation Administration (FAA) acknowledges these justifiable concerns, given the responsibilities associated with administering the American Recovery and Reinvestment Act (ARRA). The Department has taken aggressive actions to address and resolve potential staffing issues. The staff has shown unwavering dedication in administering ARRA in support of America's economic recovery, as our efforts and continued success serve to demonstrate.]]></description>
      <pubDate>Thu, 26 May 2011 14:43:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103052</guid>
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    <item>
      <title>Transportation Construction Jobs Alone Do Not a Recovery Make</title>
      <link>https://trid.trb.org/View/1103047</link>
      <description><![CDATA[This article describes a report from the National Transportation Policy Project, which says creating jobs in the transportation infrastructure is a good thing, but maybe not as good as previously thought if it fails to bring long-term economic revival. The report calls for investments that create real job benefits. The report comes from the Bipartisan Policy Center. Short-term job creation, while vitally important, must be viewed within the context provided by a longer-term view. Higher productivity and the ability to generate more output and income from each dollar of capital or hour of work is the key to higher labor earnings and improved standards of living over the long haul. The article argues that while transportation investment will always create jobs, its actual effect on the economy and eventually the long-term future of those working in the industry and in those newly created jobs is only positive if the productivity metric measures positively.]]></description>
      <pubDate>Thu, 26 May 2011 13:44:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103047</guid>
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      <title>Transportation Spending Under the American Recovery and Reinvestment Act in California</title>
      <link>https://trid.trb.org/View/1093156</link>
      <description><![CDATA[The American Recovery and Reinvestment Act (ARRA) allocated $48 billion for transportation projects across the US. Since the primary objectives of the ARRA were to quickly achieve economic stimulus and job creation by funding "shovel ready" projects, transportation spending was generally not assessed for its consistency with other goals such as reducing greenhouse gas (GHG) emissions or increasing densification of land use; however, recent California legislation including AB 32 and SB 375 prioritizes both of these goals. In this research, the authors use publicly available data to assess California's proposed obligation of $3.9 billion in ARRA transportation funds. This examination is a critical first step towards characterizing the effect of ARRA spending on the state's progress towards transportation goals beyond that of the federal emphasis on economic stimulus. The authors find that the largest portion of California's funds were allocated to maintenance, rehabilitation, and preservation projects which are quick to complete but likely to increase short-term GHG emissions. For the most part, California's regional planning organizations and state department of transportation missed an important opportunity to fund shovel ready GHG reducing projects with lasting benefits. Projects funded as part of the Transportation Investment Generating Economic Recovery (TIGER) discretionary grant program within the ARRA had to meet criteria beyond economic stimulus, and the majority of TIGER funding was allocated to transit. Only to the extent that future transportation funding is tied to broader objectives can we expect to make progress on difficult transportation policy problems.]]></description>
      <pubDate>Wed, 18 May 2011 10:51:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093156</guid>
    </item>
    <item>
      <title>Back to Business as Usual for Now. The So-called “Jbs Bill” May Disguise Some Reauthorization Dilemmas</title>
      <link>https://trid.trb.org/View/917442</link>
      <description><![CDATA[This article describes how It was almost audible. The sigh of relief that followed the passage of the so-called “jobs bill”, actually the Hiring Incentives to Restore Employment (HIRE) Act, was a release of months of pent-up tension. Prior to HIRE the venerable SAFETEA-LU had stumbled through four short extensions and both contractors and government agencies were holding their breath worrying that replacement six-year surface transportation funding legislation would never arrive. HIRE basically gave us SAFETEA-LU TWO, an extension through the end of the year, essentially keeping the old act’s machinery, and money, in place. The construction season was saved. And so we exhaled. But does HIRE’S nine-month extension provide an automatic and well-oiled segue into a recognizable highway bill? A common reaction to HIRE’s passing was that transportation funding was on solid ground until the end of the year and states could begin the construction season by creating jobs and doing much needed highway and bridge work because the Highway Trust Fund had enough money, guaranteed, through the end of the year. An allied reaction was that this created a period of relative calm after the tumultuous fights for the four extensions, a period that would allow Congress to finally come together on a multi-year highway and transit reauthorization bill, a new SAFETEA-LU.]]></description>
      <pubDate>Sun, 30 May 2010 07:44:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/917442</guid>
    </item>
    <item>
      <title>Small and Medium-Sized Enterprises, Employment Generation and Regional Development in Estonia</title>
      <link>https://trid.trb.org/View/798821</link>
      <description><![CDATA[This paper describes how the issues of small and medium-sized enterprises (SME) development and employment generation in regions has attracted much attention in Estonia because of the considerable regional differences in the number of enterprises and the labor market situation (e.g. job creation, unemployment) and because regional economic development has been strongly polarized to the territory around Tallinn, the Capital City. This paper is to assess the contribution of SMEs in the regional economic development of Estonia, focusing on their potential for generating employment through firm formation and job creation. The paper is based on empirical evidence drawn from the database of the National Tax Board and supplemented by a review of secondary data from other studies undertaken in Estonia. Entrepreneurial activity across regions indicates differences in the entrepreneurship environment and possibilities. Counties with larger centers have developed faster than others, and a number of peripheral regions are lagging behind all of the rest. The analysis showed spatial variations in firm formation rates explained by differences in economic structure, size of enterprises and other factors. The analysis also showed that job flows vary considerably across enterprise groups classified on the basis of various characteristics. Based on the results of analysis, the regions and enterprise groups can be distinguished for policy support to achieve the increasing contribution of SMEs to the regional economic development.]]></description>
      <pubDate>Thu, 01 Mar 2007 08:39:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/798821</guid>
    </item>
    <item>
      <title>Highway Operations Spending as a Catalyst for Job Growth</title>
      <link>https://trid.trb.org/View/793610</link>
      <description><![CDATA[The creation of new jobs is a benefit of highway infrastructure investment.  Economic models have been developed to estimate the number and type of jobs created by highway construction spending both directly (through contracts for construction labor and materials) and indirectly (through increased spending by hired labor and productivity gains to society resulting from a new transportation facility).  To date, however, no models exist that estimate job creation resulting from spending on operations, except as a minor component of new construction.  To fill this important void, the Federal Highway Administration sponsored research to develop a new model that will estimate the number and types of jobs created through highway operations expenditures.  This paper summarizes the results of this research.  Specifically, the paper describes the structure of the new model, discusses the model's data requirements, and explains the key steps needed to process the required data.]]></description>
      <pubDate>Wed, 15 Nov 2006 16:03:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/793610</guid>
    </item>
    <item>
      <title>JOB ACCESSIBILITY FOR THE UNEMPLOYED: AN ANALYSIS OF PUBLIC TRANSPORTATION IN CHICAGO</title>
      <link>https://trid.trb.org/View/7153</link>
      <description><![CDATA[The report presents the results of a study investigating the adequacy of public transit service linking high unemployment neighborhoods with employment areas in Chicago.]]></description>
      <pubDate>Sun, 09 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7153</guid>
    </item>
    <item>
      <title>IMPACT OF THE PORT OF BRUGES-ZEEBRUGGE ON EMPLOYMENT: REFLECTIONS AND PERSPECTIVES.</title>
      <link>https://trid.trb.org/View/570342</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Thu, 26 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/570342</guid>
    </item>
    <item>
      <title>IMPACTS OF CAPITAL AND OPERATING EXPENDITURES ON EMPLOYMENT OPPORTUNITY: DRAFT.</title>
      <link>https://trid.trb.org/View/515847</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 14 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/515847</guid>
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