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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>Welfare implications of a mixed ownership-operations structure of high-speed train</title>
      <link>https://trid.trb.org/View/2432978</link>
      <description><![CDATA[In most European and Asian countries, the owner of the high-speed train (HST) track is either fully independent from, or integrated with, the operations of train service. In this paper, the authors build a simple model to analyze a particularly unique ownership structure of HST infrastructure, namely, a mixed structure featuring both integration and separation within a network. The authors compare this mixed case with the scenario where ownership and operations of HST are integrated and identify a conflict between social welfare (consumer surplus) and HST profit. Specifically, consumer surplus and social welfare are higher in the mixed case (compared with the integrated case), while the profit of the HST industry is lower if any of the following conditions holds: 1) the size of the market, where ownership and operations may be separated, is sufficiently small; 2) the weight that the HST operator puts on social welfare is sufficiently small; 3) the fee paid by the infrastructure owner to HST operator for operational services is sufficiently high. The authors' results prove to be robust when there exists competition from airlines. Additionally, the authors observe consistent outcomes when varying the weights on social welfare. Finally, several policy implications are discussed.]]></description>
      <pubDate>Thu, 17 Oct 2024 09:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2432978</guid>
    </item>
    <item>
      <title>Automated Applications for Infrastructure Owner-Operator Fleets</title>
      <link>https://trid.trb.org/View/2427424</link>
      <description><![CDATA[This report provides the current status of and barriers to the implementation and application of autonomous vehicles (AVs) and other automated technologies that may potentially supplement or replace infrastructure owner-operator (IOO) fleets. Autonomous or automated technologies may reduce the risk of worker injury and ease workforce shortfalls in state departments of transportation (DOTs) and other IOOs. This report will be of interest to those seeking alternative ways to accomplish tasks that may pose a safety risk to workers, IOOs, those interested in the use of automated technologies in transportation, and those responsible for allocating transportation resources.]]></description>
      <pubDate>Mon, 09 Sep 2024 16:41:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427424</guid>
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    <item>
      <title>Owner-operator experience and violations in trucking: The mixed role of perceived justice</title>
      <link>https://trid.trb.org/View/2400686</link>
      <description><![CDATA[There is a growing interest in understanding unsafe truck driving due to the increased likelihood of accidents and fatalities caused by speed and load violations. As independent contractors, truck owner-operators have the freedom to engage in exchange relationships with service buyers in a subcontracting supply chain, yet they face operational constrains that lead them to cut corners. In light of this, the authors present procedural justice (PJ) and distributive justice (DJ), drawing on social exchange theory, as a means of reducing the likelihood of violations by truck owner-operators. They examine these roles in the context of owner-operator experience, which is critical to understanding their behavior with respect to exchange processes and outcomes. Based on a sample of 260 truck owner-operators in South Korea, their analysis reveals a positive relationship between owner-operator experience and trucking violations. Their analysis also shows that perceived PJ is negatively associated with speeding but not with overloading. However, for interaction, experience with PJ reduces overloading but not speeding. Conversely, experience with DJ is negatively associated with overloading but not with speeding. Surprisingly, they find a positive interaction effect of DJ and experience for both overloading and speeding. In summary, their study provides a fine-grained view of the mixed role of perceived justice in the relationship between owner-operator experience and violations in trucking.]]></description>
      <pubDate>Fri, 19 Jul 2024 16:40:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2400686</guid>
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    <item>
      <title>Infrastructure Owner Operator (IOO) Strategic Roadmap for Accelerated Adoption of Automated Vehicles (AVs)</title>
      <link>https://trid.trb.org/View/2132230</link>
      <description><![CDATA[The Automated Vehicle Pooled Fund Study (AV PFS) commissioned the development of the Infrastructure Owner Operator (IOO) Strategic Roadmap for Accelerated Adoption of AVs Project to consolidate guidance and identify programs that support the ability for IOOs to nationally move forward towards integrating AVs into the surface transportation ecosystem. Currently, there is a lack of unified national guidance on effective and consistent AV programming. As the AV PFS further analyzes the pillars and programs identified within this roadmap, it may provide better leadership nationally in the spectrum of AV technology challenges and collaboration with the AV industry. This Program Roadmap is a partner to the Program Plan, which identifies Programs that may be taken on to accelerate the adoption of AVs. The Roadmap identifies Program Milestones, or key accomplishments, that realize progress towards the ultimate goal of the Program.]]></description>
      <pubDate>Tue, 28 Mar 2023 09:56:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2132230</guid>
    </item>
    <item>
      <title>Development of an IOO-Industry Forum for AV Technology Knowledge Transfer - Ohio Led Pooled Fund (TPF-5(453)) SOL 1514</title>
      <link>https://trid.trb.org/View/1953507</link>
      <description><![CDATA[The primary challenge yet-to-be addressed is the engagement of industry with Infrastructure Owner Operators (IOOs) to establish the readiness of current infrastructure, short-and mid-term strategic implementation, and long-term preparedness across multiple state boundaries and regions. State DOTs are trying to upgrade infrastructure to sustain an emerging transportation ecosystem around vehicle automation but seek additional opportunities to coordinate this work directly with industry. IOOs want to engage the AV industry in forums that allow industry to speak candidly about their goals and needs of IOOs, while also recognizing the important need to protect trade secrets and proprietary information. An industry forum for AV technology can help IOOs interact with industry to better understand AV technology infrastructure needs and collaborate on the methods to address those needs. 

The goal of this effort is to develop a long-term, collaborative and more active partnership with industry for the purpose of providing AV technology input to the AV Pooled Fund, as well as other prospective national and regional AV government-industry partnerships.              ]]></description>
      <pubDate>Wed, 18 May 2022 08:57:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1953507</guid>
    </item>
    <item>
      <title>Automated Vehicles Industry Survey of Transportation Infrastructure Needs</title>
      <link>https://trid.trb.org/View/1925996</link>
      <description><![CDATA[Automated vehicle (AV) deployment can bring about transformational changes to transportation and society as a whole. The infrastructure owner-operators (IOOs), who own, maintain, and operate the infrastructure, have the opportunity to work jointly with the AV industry to provide safe and efficient operations. A key question for the IOOs is, “What transportation infrastructure improvements do AV manufacturers believe will facilitate and improve AV performance?” This study was designed to address this question through a comprehensive survey approach, including an online survey and follow-up interviews. A list of ten questions was discussed, covering the physical and digital infrastructure, infrastructure maintenance, standards and specifications, policy support, data sharing, and so forth. The researchers reached out to more than 60 entities who hold the AV testing permit in California. In total, 20 companies responded. They were from different sectors and well represented the AV industry. From the results of this study, it is concluded that the most important roadway characteristics that have the potential to benefit the automated driving system (ADS) are: (1) digital mapping and signage; (2) lane markings; (3) work zone and incident information; (4) vehicle-to-everything (V2X) communications; (5) actual traffic signals; (6) general signage; and (7) lighting. The digital features considered most critical to help accelerate ADS deployment include work zone and road closure information, traffic signal phase and timing, and traffic congestion. This study provides diverse voices and in-depth insights into topics that the AV industry and IOOs should engage in to advance AVs’ deployment.]]></description>
      <pubDate>Mon, 14 Mar 2022 15:35:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925996</guid>
    </item>
    <item>
      <title>Owner-Operators / Independent Contractors in the Supply Chain</title>
      <link>https://trid.trb.org/View/1894855</link>
      <description><![CDATA[This report examines owner-operators (OO), independent contractors (IC), and the impact of possible labor classification laws on OO/ICs. It begins with an overview of the legal history of employee versus contractor classification. Next, it looks at the results of an online survey conducted during August and September 2021 of 2,097 truck drivers. The top motivating factors for choosing to be an OO/IC were: job security, income, and healthcare/retirement savings. Level of satisfaction with each motivating factor is also presented. Additionally, driver compensation models and level of satisfaction with compensation model and income was surveyed. Over 50% of OO/ICs  reported net incomes of over $75,000 while nearly 70% of company drivers reported that their annual wages were $50,000 to $100,000. The majority of OO/IC felt that if they were reclassified as company drivers they would experience decreased job satisfaction (73%) and reduced annual income (68.3%).]]></description>
      <pubDate>Mon, 13 Dec 2021 10:37:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894855</guid>
    </item>
    <item>
      <title>Economic Evaluation of Route Choice Characteristics for Owner–Operator Truck Drivers in Southern California Freeways</title>
      <link>https://trid.trb.org/View/1874138</link>
      <description><![CDATA[This paper presents the results on the demand survey obtained from owner–operator truck drivers for their willingness to use truck-only toll lanes on Southern California freeways. The stated preference survey method was used to estimate the values placed by them on time, reliability, and safety measures given nine different scenarios geared toward assessing those values. The data was collected by meeting in person with owner–operator truck drivers near the Ports of Los Angeles and Long Beach to understand their perspectives on truck-only toll lanes. The completed 31 survey responses out of 100 were used for analysis of variance and two sample t-tests. The results showed that 75.27% of the owner–operator truck drivers are willing to pay toll fees when they choose routes. The tolerated average toll fees are $13.77/h and $12.82/h for weekdays and weekends, respectively. The results showed that owner–operator truck drivers will prefer truck-only toll lanes in four out of six comparisons according to three measures despite sharing a common departure and destination. Drivers are willing to pay the highest toll fee of $0.31/mi or $18.35/h on any day when the main factor being compared is time measure. The toll fees associated with reliability and safety measures are $0.30/mi or $8.94/h and $0.22/mi or $11.01/h, respectively. These results are meaningful for legislators and transportation agencies as they will help better understand the contemporary issues and demands in estimating the utility of a truck-only toll lane.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:25:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874138</guid>
    </item>
    <item>
      <title>Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies--Task-Order Support. C/AV Applications for IOO Fleets</title>
      <link>https://trid.trb.org/View/1877235</link>
      <description><![CDATA[C/AV technologies offer potential benefits to improve the safety, efficiency, and reliability of people and goods movement. The current AASHTO Fleet Challenge demonstrates the States’ commitment to using connected vehicle technologies and the 5.9Ghz spectrum. Additional automated vehicle applications can be envisioned for infrastructure owner-operators (IOOs) fleets. Among the most obvious are C/AV transit applications for transit priority, AV first-mile, last-mile shuttles or circulator systems, and automated crash abatement vehicles for work zones. Short-staffed Infrastructure Owner-Operators (IOOs) may find significant benefits in automation of certain manually performed tasks, not just in the transportation department, but across public agency services such as emergency services and public utilities. This project will explore the possible applications of connected and automated vehicle technologies to improve IOO services and business process efficiency.]]></description>
      <pubDate>Mon, 06 Sep 2021 21:46:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1877235</guid>
    </item>
    <item>
      <title>Freight Demand Model for Southern California Freeways with Owner–Operator Truck Drivers</title>
      <link>https://trid.trb.org/View/1751145</link>
      <description><![CDATA[This study evaluates the demand for truck-only toll lanes on Southern California freeways with owner-operator truck drivers. The study implemented the stated preference survey method to estimate the value placed by drivers on time, reliability, and safety measures using various scenarios geared towards assessing those values. The project team met face-to-face with owner-operator truck drivers near the Ports of Los Angeles and Long Beach to understand the drivers’ perspectives regarding truck-only toll lanes on Southern California freeways. A data set containing 31 survey responses is obtained and used for statistical data analysis using analysis of variable (ANOVA) and two sample t-tests. The analysis results showed that 75.27% of the owner-operator truck drivers responded are willing to pay toll fees when they choose routes. The tolerated average toll fees are $13.77/ hr and $12.82/hr for weekdays and weekends, respectively. The analysis results also showed that owner-operator truck drivers will take truck-only toll lanes when they take the routes used in four comparisons out of six comparisons according to the three measures such as values of time, reliability, and safety, despite sharing a common origin and destination. The highest toll fee per mile on any day that drivers are willing to pay when the main factor being compared is value of time is $0.31/mile or $18.35/hr. The toll fees associated with reliability and safety measures are $0.30/mile or $8.94/hr and $0.22/mile or $11.01/hr, respectively. These results are meaningful for legislators and transportation agencies as the behaviors and route choice characteristics of owner-operator truck drivers help them better understand the utility and demand for truck-only toll lanes.]]></description>
      <pubDate>Mon, 30 Nov 2020 17:27:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1751145</guid>
    </item>
    <item>
      <title>US Commuter Rail Renaissance: A 30-Year Progress Report</title>
      <link>https://trid.trb.org/View/1647120</link>
      <description><![CDATA[In 1989 the first new US commuter railroad in living memory opened for business in South Florida running over a 41-mile route between Miami and Boca Raton. “Tri-Rail” quickly expanded to result in a 71-mile-long service that spanned three counties. Tri-Rail soon had a long string of imitators among other Sun Belt and western cities wrestling with highway congestion and a paucity of affordable fixed guideway transit options. New commuter rail services were started in other cities with no previous history of commuter rail service. Thirty years later, commuter rail service is now offered in 14 new US jurisdictions. Most had no previous experience with commuter service. The number of US commuter railroads has more than doubled in the last 30?years and the legacy systems have enjoyed a 50% growth in ridership. This paper reviews this remarkable success story, tracing the “New Start” commuter rail phenomenon while also reporting how the nine “Legacy” systems that were operating in 1988 have fared over the last 30?years. The paper uses the most recently published (2016) federally collected data to compare the New Start services with the older, and generally larger, legacy systems. 1987 also marked the US’s first competitively procured commuter rail service in Boston, soon followed by Miami in 1988. Today, 14 US commuter railroads are operated under the auspices of a competitively tendered procurement. Eleven other railroads are “owner operated” either by employees of the public agency sponsoring the service or by the private owner (freight railway) of the subject railway under the auspices of a negotiated service contract. This paper considers how this management innovation has worked out by comparing the economic performance of the “competitive contract” services with the “owner operators.”]]></description>
      <pubDate>Wed, 18 Sep 2019 10:00:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1647120</guid>
    </item>
    <item>
      <title>Reconciling Alternative Theories for the Safety of Owner–Operators</title>
      <link>https://trid.trb.org/View/1523099</link>
      <description><![CDATA[There are conflicting views as to whether motor carriers using owner-operators are more or less safe compared to carriers using employee drivers. This study develops a coherent theory to reconcile alternative theoretical predictions by merging sociological rational choice theory (SRCT) and theory regarding motor carrier safety. Principles from SCRT are used to determine why owner-operator status alters truck drivers’ benefits and constraints in committing unsafe acts. In particular, owner-operators have incentive to operate unsafely and face fewer constraints for doing so. This leads to the prediction that motor carriers with a higher percentage of owner-operators will have worse performance as tracked across Federal Motor Carrier Safety Administration (FMCSA) safety categories. Empirical testing was conducted by fitting a series of seemingly unrelated regression models to a vector of FMCSA safety measures. The empirical results are consistent with the prediction. The managerial and policy implications include: 1) Carriers making greater use of owner-operators should be cognizant of these drivers’ propensity to be cited for safety violations and should take that into account when selecting and managing drivers. 2) Regulators need to allocate adequate resources toward monitoring and auditing carriers that make greater use of owner-operators.]]></description>
      <pubDate>Tue, 16 Oct 2018 15:45:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1523099</guid>
    </item>
    <item>
      <title>Guidelines for Applying the Capability Maturity Model Analysis to Connected and Automated Vehicle Deployment</title>
      <link>https://trid.trb.org/View/1498001</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) has adapted the Transportation Systems Management and Operations (TSMO) Capability Maturity Model (CMM) to describe the operational maturity of Infrastructure Owner-Operator (IOO) agencies across a range of important dimensions. Agencies can use the CMM to develop action plans to move agencies capabilities from one level to the next. In many respects, the connectivity of vehicles and travelers with infrastructure represents the next generation of TSMO advancement. Vehicle-to-infrastructure (V2I) technologies will provide enhancements to many existing TSMO applications and enable many new services that improve safety, mobility, and the environment. Implementation of V2I will require significant improvements in the essential capabilities for effective TSMO as well as require many improvements in agency maturity regarding organization, systems, technology, and business processes.The capability maturity model presented in this report provides a template for IOOs to develop action plans supporting effective and efficient implementation of Connected Vehicle program capabilities. A wide range of agency activities in each key dimension are identified to form the basis for constructing a connected vehicle program plan, or moving an existing connected vehicle program to a higher level of maturity.]]></description>
      <pubDate>Fri, 09 Feb 2018 10:35:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1498001</guid>
    </item>
    <item>
      <title>Route Choice Characteristics of Owner-Operated Trucks on Southern California Freeways</title>
      <link>https://trid.trb.org/View/1490232</link>
      <description><![CDATA[The problem of truck routing and the choices associated with it is a major focus of concern in transportation agencies throughout the world. Unfortunately, there has been a minimal amount of value of time (VOT) and value of reliability (VOR) oriented research relating to this problem. This research initiation grant project is intended to fill the gap in the literature surrounding this problem. The purpose is to evaluate characteristics used by owner-operated trucks in Southern California when choosing from two or more different types of roads such as interstate freeways, state freeways, toll roads, and local roads. The ultimate goal is to contribute the body of knowledge necessary for comprehensive benefit-cost analyses concerning toll roads. This report documents the development of a full research design based on six tasks such as the critical literature review on stated preference survey methods, clear and detailed statement of objectives for the stated preference survey, development of a survey instrument, identification of the sample population, proposed methodology for generating a representative sample of respondents, and pilot test of the survey instrument. When developing the full research design based on the factor analysis results, the project team explores the number of alternatives and specific examples such as Interstates 110 and 710 during peak gate hours. Route choice attributes are considered using cost measure, reliability measure, travel time measure, safety measure, weather measure, time of day measure, scheduled delivery time measure, truck cargo price measure, truck gas mileage measure, and truck comfort measure. The project team designed and provided a number of scenarios with each respondent for their route choices.]]></description>
      <pubDate>Wed, 31 Jan 2018 17:04:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1490232</guid>
    </item>
    <item>
      <title>Road Freight Transport Outsourcing Trend in Europe – What Do We Really Know About It?</title>
      <link>https://trid.trb.org/View/1470567</link>
      <description><![CDATA[Road freight transport outsourcing is a widespread trend, but it is usually estimated without adequate comparable research into the real role and significance of own-account transport. This paper aims to provide an insight into an objective and more balanced analysis that includes own-account transport. The data from the Eurostat database are analysed thoroughly to explore the trend of road transport outsourcing from the perspective of the importance of own-account transport in European countries. The results reveal that lack of data and some weaknesses in the methodology and definitions used contribute to a simplified approach to the matter.]]></description>
      <pubDate>Thu, 27 Jul 2017 10:05:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1470567</guid>
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