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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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    <item>
      <title>TEA TIME MOVES TO THE FAST LANE</title>
      <link>https://trid.trb.org/View/635786</link>
      <description><![CDATA[The Transportation Equity Act for the 21st Century (TEA-21) has arrived, and with it, transportation officials across the country are scrambling to work through the recently passed act's complicated formulas in preparation for the next stage--implementation.  In two broad categories, the landmark legislation invests $175 billion for highways and $42 billion for mass transit programs.  With those enormous totals, TEA-21 appears to ensure a record level of work for the transportation segment of the construction industry until 2003.  Funds for the National Highway System (NHS) will be distributed to states on a formula that TEA-21 revises to include each state's lane-miles of arterials (excluding Interstate), vehicle miles traveled on the arterials, diesel fuel used on the state's highways, and per capita principal arterial lane-miles.  Funds for maintaining the Interstate system are based on each state's lane-miles of Interstate routes.  The act's Surface Transportation Program provides funds that may be used by states and localities for projects on any federal-aid highway, including the NHS, bridge projects on public roads, transit capital projects, public bus terminals, and facilities.  TEA-21 provides special funds for magnetic levitation transportation development, high-speed, and light-density rail projects, and the Alaska Railroad.  Tables illustrate projected TEA-21 apportionments by category and state, category-by-category authorization highlights for fiscal years 1998 through 2003, and high priority projects by state.]]></description>
      <pubDate>Sun, 06 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635786</guid>
    </item>
    <item>
      <title>THE EFFECTS OF LOCAL AND REGIONAL RAILROADS ON INTERMODAL AND INTRAMODAL COMPETITION</title>
      <link>https://trid.trb.org/View/304727</link>
      <description><![CDATA[This report is part of an integrated series of studies on the effects of local and regional railroads on rail transportation in North Dakota.  The purpose of this component of the Rail Services Planning (RSP) Study is to analyze the potential impacts of local and regional railroads on intramodal and intermodal competition in North Dakota.  A set of models is formulated in the study to project the cost of grain shipments for five combinations of railroads and modes:  (1) Burlington Northern (BN) origination and termination, (2) local railroad origination with BN interchange, (3) Soo Line origination and termination, (4) Soo Line/local railroad combination, (5) motor carrier.  It is assumed in the study that the grain traffic originates on a branch line with a density of 21 cars per mile, and that each shipment travels approximately 43 miles on the branch.  The principal findings of the study are:  (1) on the average, motor carriers cannot be cost-competitive with a BN/local railroad network at distances greater than 250 miles; (2) the sale of lines by the BN will significantly enhance their existing cost advantage over the Soo Line; and (3) reducing the Soo Line's crew consist from 4 to 2 1/2 persons on branch-line trains will lower their on-branch costs by only 5%.  Therefore, if the BN sells a substantial amount of branch-line track in North Dakota, the Soo Line will probably have to sell their lighter-density lines to local operators in order to remain competitive.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304727</guid>
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      <title>CLASS I CARRIER LIGHT DENSITY COSTING METHODOLOGY</title>
      <link>https://trid.trb.org/View/304726</link>
      <description><![CDATA[Changes in branch-line ownership, coupled with an on-going need for policy analysis and planning, make rail costing methods important to research and analysis in North Dakota. The purpose of this report is to document a methodology for light-density cost analysis which is used in Phases I and II of the North Dakota Rail Services Planning (RSP) Study, as well as in line rehabilitation projects.  The report describes a set of procedures for calculating Class I Carrier line-segment unit costs, and for applying them to light-density lines or networks.  Section I of the report provides as introduction.  In section II, a theoretical model of line-segment costs is formulated.  In section III, a method is devised for computing on-branch unit costs from a carrier's R-1 annual report, and applying the costs to a line or set of lines.  In section IV, a procedure for calculating the expense of moving traffic to and from the junction points or interchange points of a line is described.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304726</guid>
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      <title>THE IMPACTS OF LOCAL AND REGIONAL RAILROADS ON RAIL LABOR IN NORTH DAKOTA</title>
      <link>https://trid.trb.org/View/304725</link>
      <description><![CDATA[This report is a part of the North Dakota Rail Services Planning (RSP) Study, an integrated series of research projects designed to evaluate the impacts of local and regional carriers on rail transportation in North Dakota. The goal of this study is to evaluate the effects of line sales on rail labor in North Dakota.  The primary research objectives are:  (1) to formulate an approach for estimating the net long-run effects of line sales; (2) to project changes in rail jobs and workers' income streams in North Dakota, over time; and (3) to interpret the findings in light of the overall benefits and costs of short-line railroads.  A set of models is formulated in the study which project:  (1) the miles of Class I line in North Dakota that will be abandoned if not sold; (2) the number of Class I carrier employees affected by the abandonments; (3) the number of Class I carrier employees impacted by the sale of 2,000 miles of branch line; (4) the number of new regional or local railroad jobs created by the sales; and (5) the net change in rail income over time.  All income streams, regardless of their timing, are translated into present dollars by discounting each flow.  The major findings of the study are:  (1) railroad employment in North Dakota is likely to stay the same or even increase marginally if light-density lines are sold prior to abandonment, and (2) total rail income is likely to decline by $13 million during the period 1987-1996.  The reason for the net loss of income is that higher-paying BN and Soo Line jobs will be replaced with new rail jobs based on comparable local or regional wage scales.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304725</guid>
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    <item>
      <title>A COMPARISON OF SHORT LINE AND CLASS I LABOR COSTS IN NORTH DAKOTA</title>
      <link>https://trid.trb.org/View/304724</link>
      <description><![CDATA[The objective of this report is to provide information highlighting the differences between Class I and short line rail labor.  Primary data was collected from 48 short line railroads.  In addition to various railroad characteristics, information was obtained about employment levels, job classifications, wage rates, and benefit packages.  Similar information for Class I railroads operating over light-density lines was obtained from R-1 annual reports. High rail labor costs are a major reason underlying the recent growth of short line and regional railroads in the United States.  Short lines have lower labor costs as a result of lower wage rates, fewer fringe benefits, and less restrictive work rules.  A short line's operating labor cost is between one-fourth and one-third of a Class I railroad. The results suggest that labor cost savings may allow short lines to continue operating light-density rail lines that are unprofitable for a Class I railroad.  From a policy perspective, short lines may provide an alternative to rail line abandonment for light-density branch lines.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304724</guid>
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    <item>
      <title>THE ECONOMICS OF SHORT-LINE RAILROADS IN NORTH DAKOTA</title>
      <link>https://trid.trb.org/View/304731</link>
      <description><![CDATA[Three sets of light density lines in North Dakota were analyzed with respect to the potential economies to be gained from short line operation.  The three networks consisted of:  (1) a single, 81-mile branch line with a density of nine cars per mile; (2) a 667-mile regional network with 20 cars per mile; and (3) a 211-mile network with 35 cars per mile.  Each network was analyzed first as a light density subsystem of the Burlington Northern Railroad, and then as an independent short line operation.  The results of the study in general suggest that some economies of size and/or density are necessary in order to operate short line networks profitably.  The single, light density branch line failed to show any improvement in profitability under short line operation.  However, the regional network showed a simulated cost savings of 26% in on-line operating, maintenance, and capital cost.  The 211-mile network with a relatively high traffic density also fared well under simulated short line operations, showing a potential gain of 31% in on-line costs.  The conclusions of the comparative analysis are that short line operations are not likely to make a substantial difference in profitability on single branch lines of very light density.  But on larger, regional networks or medium-sized networks with sufficient economies of density, short line operations can offer significant gains in railroad efficiency.  The principal gains in efficiency under short line operations came from a reduction in train crew size and crew wage rates.  Other simulated efficiencies were derived from maintenance of way costs, a lower cost of capital, and other transportation costs.  Some increases in operating costs were noted.  These included primarily administrative costs, but were overshadowed by efficiencies in other areas.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304731</guid>
    </item>
    <item>
      <title>NORTH DAKOTA RAIL LINE-SEGMENT BENEFIT-COST MODEL: NORTH DAKOTA RAIL SERVICES PLANNING STUDY</title>
      <link>https://trid.trb.org/View/304732</link>
      <description><![CDATA[Each year, the state of North Dakota invests substantial sums of money in the rehabilitation of light-density rail lines.  The funds are either drawn from a revolving loan account maintained by the North Dakota State Highway Department (NDSHD), or consist of federal grants under the Local Rail Services Assistance Act.  In investing rail funds, the NDSHD is the guardian of the public interest. The scarce funds are invested so that they improve the economic welfare of the state, yielding positive or net societal benefits.  An economic analysis of each potential project is typically undertaken, which assesses the benefits and costs of each alternative.  The analyses are performed with the assistance of a computer model developed and maintained at the Upper Great Plains Transportation Institute (UGPTI). The purpose of this paper is to highlight the scope, functions, and history of the rail analysis process, and to describe two technical publications which detail the methodology and data requirements.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304732</guid>
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    <item>
      <title>LOCAL PUBLIC PASSENGER TRANSPORT IN THE REGION-BY RAIL OR ROAD: SOME COMMENTS ON THE CHOICE OF THE RIGHT FORM OF TRANSPORT</title>
      <link>https://trid.trb.org/View/269998</link>
      <description><![CDATA[The substitution of buses for trains on branch lines and other light-density routes is occuring increasingly in Europe.  The situation in rural areas of West Germany is discussed.  While buses initially were used to extend service beyond rail lines, they came to be used to replace trains and ultimately to operate in competition with them. While rail services retain a good image with users, a major disadvantae for the operating agencies is the cost associated with the fixed property.  In some cases the rail routes no longer coincide with altered patterns of settlement.  Patrons do like the frequent stops made by buses and the fact that they operate through downtown areas.  Railroad advantages include capacity for heavy passenger loads, station facilities and reliability in extreme weather conditions.  German Federal Railway now uses an index of a minimum of 1500 riders daily for retention of light-density service.  The author suggests that railway operators must develop ways of making operations more economical.  Station closure is a possibility and more spartant facilities are a requirement.  Radio remote control can be used for train movements.  Economical rail diesel cars can be used.  In any case it is necessary to develop an integrated network where buses and trains are coordinated. And there are prospects that branch line rail services can be continued if costs are controlled.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/269998</guid>
    </item>
    <item>
      <title>POSSIBLE SOLUTIONS FOR SIMPLIFIED HANDLING OF PASSENGER TRAFFIC ON SECONDARY LINES</title>
      <link>https://trid.trb.org/View/218333</link>
      <description><![CDATA[The paper presents forms of organization and operating methods along with technical facilities enabling railbound local passenger traffic on secondary lines to be handled with an economically justifiable result by means of modern vehicles if certain marginal conditions exist.  The examples mentioned were successfully implemented or are being introduced by many non-federal railways serving public transport.]]></description>
      <pubDate>Thu, 31 Oct 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218333</guid>
    </item>
    <item>
      <title>PHOENIX TRANSIT SYSTEM LEADS AS NATIONWIDE INNOVATOR FOR DIAL-A-RIDE SERVICE</title>
      <link>https://trid.trb.org/View/217634</link>
      <description><![CDATA[The transit system of the City of Phoenix now uses a private carrier to deliver scheduled transit service on selected routes with small buses, as well as door-to-door taxis on other scheduled routes throughout the city.  Arnett Cab Service, Inc., operates up to 20 cabs and maxivans for weekday paratransit service and on Sunday its Dial-a-Ride operation is the only public transportation offered in Phoenix.  There are details on the operation, level of service and fares.  The number of vehicles used is based strictly on demand.  As a fast-growing Sunbelt city, Phoenix has the problem of serving new areas.  The small bus and dial-a-ride operations are effective and reliable in areas of low demand or during periods of low demand.  They may serve as the preliminary to scheduled service by standard buses in new areas, or as a permanent solution if demand fails to develop.]]></description>
      <pubDate>Sat, 31 Aug 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217634</guid>
    </item>
    <item>
      <title>DISCRETIONARY SPENDING OF CLASS II RAILROADS</title>
      <link>https://trid.trb.org/View/210447</link>
      <description><![CDATA[In this paper a statistical analysis of difference in expense levels of 30 Class II railroads for the period 1968 to 1977 is described.  After controlling for the physical activity level with a regression model, the spending variations associated with revenue level were attributed to management strategy.  A pattern of spending between years and between railroads is revealed in this study that supports the hypothesis that manages attempt to smooth income and cash flow.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210447</guid>
    </item>
    <item>
      <title>TRANSPORTATION ISSUES IN THE 1980S</title>
      <link>https://trid.trb.org/View/164687</link>
      <description><![CDATA[This study examines current and emerging transportation issues, with emphasis on congressional interests and concerns.  It is based on GAO's plan for audits of Federal transportation programs.  Topics discussed include: perspective on transportation issues; transportation policy; rail freight service; auto safety and fuel economy; highways; trucking and rail regulation; mass transit; rail passenger service; aviation; ocean shipping; energy, environment, and technology; and organizations involved in transportation issues.]]></description>
      <pubDate>Sun, 12 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164687</guid>
    </item>
    <item>
      <title>RAILBUS FARES WELL</title>
      <link>https://trid.trb.org/View/187364</link>
      <description><![CDATA[Production is to commence of the British Rail railbus based on the use of two Leyland national bus bodies mounted on a high-speed freight wagon.  The final design has resulted in a low-cost railbus, as the bus bodies are at present in mass production and the lightweight, four-wheel chassis does not require any bogies.  Pre-production railbuses have been bought for evaluation purposes by the US Federal Railroad Administration and Northern Ireland Railways. The first twenty railbuses are to be used on rural services in Yorkshire. (A) (TRRL)]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187364</guid>
    </item>
    <item>
      <title>BRITISH RAIL'S SCIENTISTS WIN THE RAILBUS WAR</title>
      <link>https://trid.trb.org/View/182006</link>
      <description><![CDATA[The lightweight version of the British rail railbus is to be constructed instead of the heavier class 140 version. Designated the class 141, the lightweight railbus is based on the rise of Leyland low-cost bus bodies on a high-speed railway chassis.  The class 141 railbus has been the subject of successful trails in the USA and, being of lightweight construction, offers advantages of fuel savings and low track wear.  Intended for replacement of ageing diesel trains, the class 141 railbus is suitable for services where conventional rail equipment is not available.  The two-car multiple unit railbus is able to carry 94 passengers at about half the cost of a conventional diesel train.  (A) (TRRL)]]></description>
      <pubDate>Sat, 30 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/182006</guid>
    </item>
    <item>
      <title>RAILBUS RIDES TO THE AID OF BRITISH RURAL COMMUTERS</title>
      <link>https://trid.trb.org/View/172882</link>
      <description><![CDATA[British Railways, confronted with deficits on rural passenger services which are operated with obsolete diesel multiple-unit cars over trackage on which major work cannot be justified, is experimenting with the Leyland LEV, a mass-produced bus body placed on a two-axle railway undercarriage and powered by a standard diesel bus engine. A two-unit version of this railbus is in service on one light-density line where one-man operation, including the selling and collecting of fares, is combined with radio dispatching and minimal spot track maintenance.  Direct costs are seen equalling revenues with the government subsidy making up other losses from the operation.]]></description>
      <pubDate>Thu, 16 Sep 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172882</guid>
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