<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>PROBLEMS IN THE DEVELOPMENT OF THE RAPID MOVEMENT OF TRAINS</title>
      <link>https://trid.trb.org/View/61963</link>
      <description><![CDATA[This volume includes articles by scientific workers of Ts.N.I.I., M.P.S., L.I.I.Zh.Ta and specialists of the October Railroad, Lengiprotrans and Giprotranssignalsviaz and the Kalinin Car Construction Plant summarizing the joint scientific research work on organization for high-speed train traffic, the introduction of automation procedures and new technology.  The experiences of the Public Scientific-Research Institute of the October Railroad are described.  The following topics are included: Problems of High-Speed Development and Constructive Cooperation with Railroad Scientists; Moscow/Leningrad Lines--Experimental Base of Scientific Research; Organization of Scientific Research Work in Cooperation with the October Railroad; Assurance of Safety of High-Speed Trains; Preparation/Training for High-Speed Running of the Moscow/Leningrad Line; Development Plans of Lengiprotrans for Recontruction of the Moscow/Leningrad Line; Dynamic Characteristics of High-Speed Electric Trains and Cars and Track Requirements; High-Speed Electric Passenger Cars; Development of Parameters of Electric Cars for High Speed; Steps to Increase Technical Level of the Railroad Industry; Technical Planning and Results of Dynamic Testing of High-Speed Cars; Track for High-Speed Trains; Reconstruction of Stations of the Moscow/Leningrad Line; Determination of the Work and Cost of Rebuilding a Railroad Line for Preliminary Selection of Optimum Operating Speeds; Determination of Basic Work for Current Line Maintenance; Scientific Research of the Railroad Subdivisions of the Railroad Industry; Application ABM for Estimating Switching Reliability of Heavy Locomotives; Automation of High-Speed Train Control; System of Automatic Multi-Digit Locomotive Signaling Aspects for High-Speed Railways; Improvement of Electric Power Supply; Automation and Mechanization of the Switching Processes at the Leningrad-Sortirovoch-Moscow Station; Economic Problems of High-Speed Trains; Experimental Studies of the Public Science Research Institute of the October Railroad.]]></description>
      <pubDate>Sun, 01 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61963</guid>
    </item>
    <item>
      <title>BENEFIT-COST ANALYSIS OF A PROPOSED RAIL LINE RELOCATION: A CASE STUDY</title>
      <link>https://trid.trb.org/View/288504</link>
      <description><![CDATA[Although the economic principles associated with conducting a benefit-cost analysis of a proposed rail project have been discussed in the literature, there are few articles that demonstrate these techniques within the context of a practical case study. An attempt is made herein to demonstrate one particular approach that was taken to evaluate the economic feasibility of a proposed rail line relocation. In 1984 the Florida Department of Transportation completed a study of the feasibility of constructing a railroad bypass of the Pensacola-Milton, Florida, urbanized area. This paper is a report on that portion of the study concerned with the benefit-cost analysis. The results of the benefit-cost analysis indicate that, from the standpoint of pure economic efficiency, the project is not desirable. The benefit-cost analysis reveals that only between 69 and 83 percent of project costs are offset by quantified benefits. In addition, an evaluation of the distribution of present value benefits demonstrated that the Seaboard System Railroad would be the prime beneficiary of the project.]]></description>
      <pubDate>Mon, 31 Oct 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288504</guid>
    </item>
    <item>
      <title>A NATIONAL HOUSEHOLD SURVEY ON DRINKING AND DRIVING</title>
      <link>https://trid.trb.org/View/267237</link>
      <description><![CDATA[The methodology is detailed, the results are discussed, and the conclusions and recommendations are presented of a survey to obtain normative data on Canadian drivers, to identify predictors, of impaired driving, to suggest approaches to countermeasure development, and to assess attitudes toward proposed amendments to the Criminal Code on impaired driving by the Department of Justice.  The results indicate that Canadian drivers are highly concerned about impaired driving although this finding might be somewhat biased by social desirability.  They also view impaired driving as a relatively serious crime, approximately equal in seriousness to arson and assault.  Multivariate analysis were performed to predict drink-driving and impaired driving.  The single best predictor of both criteria was alcohol consumption, followed by a negative attitude toward DWI enforcement.  A number of recommendations are presented which relate to the following: increased enforcement; increased spot-check programs; educational countermeasures directed toward young persons; implementation and evaluation of alternate sanctions to jail sentences such as community service orders.]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/267237</guid>
    </item>
    <item>
      <title>FOREST HILLS-NEEDHAM CORRIDOR: RIDERSHIP FORECASTS FOR TRANSIT-SERVICE ALTERNATIVES</title>
      <link>https://trid.trb.org/View/207831</link>
      <description><![CDATA[The Forest Hills-Needham Transportation Improvement Study was conducted to examine alternatives for the transit service for the Forest Hills-Needham corridor that will be most appropriate once the relocation of the Orange Line has been completed.  The Orange Line is being relocated from the elevated structure over Washington Street to the railroad right-of-way adjacent to the tracks used by the South Side commuter-rail line and Amtrak. This report documents the market-survey data and the estimates of transit-travel demand provided by the Central Transportation Planning Staff (CTPS) to the MBTA consultant conducting the overall study.  CTPS gathered the best available socioeconomic and travel data on the residents of the market and study areas. Base-case 1985 ridership forecasts were made, using previously calibrated trip-generation formulae, historical survey data on Needham commuter-rail and express-bus service, and recent employment and population forecasts. Ridership forecasts for three transit-service alternatives were made, based on projected socioeconomic changes and the service alternatives defined by the consultant.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/207831</guid>
    </item>
    <item>
      <title>RESTORATION OF SNCF TUNNELS, REPAIR TECHNIQUES, CUT-AND-COVER METHOD. LINE DIVERSION</title>
      <link>https://trid.trb.org/View/179780</link>
      <description><![CDATA[The final article in a series of seven, begun in June 1980, reviews the different techniques used by the SNCF to reinforce and renovate tunnels.]]></description>
      <pubDate>Mon, 30 Aug 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/179780</guid>
    </item>
    <item>
      <title>GUIDEBOOK FOR PRELIMINARY ASSESSMENT OF URBAN RAILROAD PROBLEMS</title>
      <link>https://trid.trb.org/View/29687</link>
      <description><![CDATA[The report is the second of four volumes and prepares a methodology for performing future railroad relocation studies. The purposes of Volume 2 are to acquaint community leaders with the problems and opportunities that are presented by planning for railroad relocation, and to enable local government personnel, with assistance from railroad company and highway department sources, to prepare a preliminary estimate of the feasibility for improving a local railroad system--including rough costs, economic consequences, and other community impacts, using minimum resource outlay. Charts, tables, and worksheets aid in estimating costs and impacts of alternative approaches to improving the local railroad system. Volume 1 is an executive summary; Volume 3 is a guidebook for community policymakers and technical specialists for conducting detailed relocation planning projects; and Volume 4 presents a nationwide estimate of the nature and magnitude of urban railroad problems.]]></description>
      <pubDate>Wed, 18 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29687</guid>
    </item>
    <item>
      <title>PRECAST RAILWAY UNDERPASSES PRESSED AND PULLED IN POSITION</title>
      <link>https://trid.trb.org/View/166847</link>
      <description><![CDATA[When building railway bridges and underpasses on busy railway lines regular train services must be maintained during the construction period.  This is normally obtained by making a temporary relocation of the line, or by temporarily installing steel beams to support the rails, so that excavation and construction can proceed under the steel beams.  There are also some other methods, and a more advanced one is to construct the underpass beside the line, and then move it into position.  This method was used in two different ways at two underpasses on the Oestfoldbanen.  The smallest was a pedestrian culvert of 50 tons which was pulled into position by a rescue car in 10 minutes after the railway embankment was excavated.  The biggest, a road underpass of approx. 1700 tons, was pressed through the existing embankment during a period of 3 days and nights by use of 8 hydraulic jacks of 300 tons each.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166847</guid>
    </item>
    <item>
      <title>COLORADO RAIL BYPASS FEASIBILITY STUDY COLORADO STATE RAIL PLAN</title>
      <link>https://trid.trb.org/View/167082</link>
      <description><![CDATA[The study summarized examines a broad range of elements for assessing the feasibility and appropriateness of investing in a comprehensive project to alleviate the future unit train movements through the State of Colorado.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167082</guid>
    </item>
    <item>
      <title>THE URBAN RAILROAD SITUATION</title>
      <link>https://trid.trb.org/View/72627</link>
      <description><![CDATA[Growth of our cities around rail facilities has often resulted in incompatibilities between the railroads and communities in metropolitan core areas.  Explored in the following is the development of the current urban railroad situation; some specific areas of incompatibility in central cities are presented, and certain relationships to ensure the success of the solutions are considered.]]></description>
      <pubDate>Sun, 26 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72627</guid>
    </item>
    <item>
      <title>TUNNEL BORING MACHINES--A MEANS TO RAILWAY LINE IMPROVEMENT</title>
      <link>https://trid.trb.org/View/25461</link>
      <description><![CDATA[The paper which describes tunnel boring machines (used in Europe) for improving railway routes by shortening them and reducing grades, mentions the proposed tunnel beneath the English Channel for a double-track railway line, and suggests improvements in tunnel equipment for improved productivity of the machines. The machines may be one of two main types; the soft machine is usually of the face trace type and is capable of cutting vertical sides and arch roof; machines used for hard rock cutting are generally of the full face type and are capable of cutting a circular bore only. Figures are presented which describe the machines and illustrate their mode of action. Instances are describe of the use of the boring machine when both hard and soft rock are encountered together, when fault zones are encountered, and when the rock being worked upon, deteriorated on exposure to air (necessitating shotcrete application). Experience of the Swiss Federal Railways is described, as well as European designs which call for concrete ties to be nested into the slabs. Design features are listed that will not necessitate stoppage of the boring machine for any abnormal length of time. Standardizing of the size of machine components is urged. The use of boring machines is highly economical and rapid, and can be highly automated (using one operator only per shift).]]></description>
      <pubDate>Thu, 26 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25461</guid>
    </item>
    <item>
      <title>RENOVATION OF SNCF TUNNELS, REPAIR TECHNIQUES. GENERAL FEATURES OF STUDIES AND WORK IN RAILWAY TUNNELS</title>
      <link>https://trid.trb.org/View/160640</link>
      <description><![CDATA[First article in a series of seven planned to review the various techniques used by the SNCF to renovate and reinforce tunnels.  The SNCF has 1420 tunnels, half of which date back a hundred years, and is the only main contractor in France responsible for maintaining such a large number of old tunnels.  After listing a number of general points, the article describes current techniques, i.e. rejointing and injection, projected concrete and anchoring, prefabricated keystones, total rebuilding or lining, subgrade work, opening-up or deviation.]]></description>
      <pubDate>Mon, 19 Jan 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160640</guid>
    </item>
    <item>
      <title>MODERNISATION OF THE ALIGNMENT OF RAILWAY TRACKS</title>
      <link>https://trid.trb.org/View/160765</link>
      <description><![CDATA[The purpose of this paper is to establish a method for working out the priorities between the various expedients for modernising railway lines, with a view to increasing commercial speeds.  After an analysis aimed at selecting the most suitable action to be taken, the conclusion seems to indicate that the best expedient consists of improving the horizontal path of the lines.  The methodology established has been orientated in fact towards systemizing the improvements it is possible to make to the alignement by establishing a selection criterion based on the unit cost of the time saved.  In this way it has been possible to formulate a logical series of options or variants for modernising the alignement, each one at a minimum cost involving an increasing level of commercial speed.]]></description>
      <pubDate>Mon, 19 Jan 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160765</guid>
    </item>
    <item>
      <title>RAILROAD CROSSINGS BLOCKAGES IN ELMWOOD PLACE</title>
      <link>https://trid.trb.org/View/75064</link>
      <description><![CDATA[This report delineates the problems in Elmwood Place resulting from trains blocking seven railroad/street crossings on the ConRail line, which traverses the entire length of the village.  The report also presents recommendations for resolving the described problems and a funding strategy for implementing the optimal recommendation.]]></description>
      <pubDate>Thu, 12 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75064</guid>
    </item>
    <item>
      <title>USE OF COMPUTER SIMULATION FOR THE ANALYSIS OF RAILROAD OPERATIONS IN THE ST. LOUIS TERMINAL AREA</title>
      <link>https://trid.trb.org/View/71185</link>
      <description><![CDATA[This report discusses the computer simulation methodology, its uses and limitations, and its applicability to the analysis of alternative railroad terminal restructuring plans.  Included is a detailed discussion of the AAR Simulation System, an overview of twelve other railroad simulations, and an analysis of how they or other simulation systems might aid the restructuring project being conducted by the railroads in St. Louis.  Included is critical analysis of what "validation" of simulation means and what it does and does not imply.  Also discussed is the meaning of the terms "network" (as in network simulation) and "levels of detail."  Simulation builders and rail-roaders view these terms differently, which often results in disappointment with the results of supposedly "successful" simulation ventures.  The importance of user familiarity with both the simulation system and railroad problems is stressed.  A major conclusion reached is that none of the existing network simulations is suitable for detailed analysis of railroad terminal areas.  Development of a simulation system incorporating a new approach for performing such analysis is within the state-of-the-art and is recommended.]]></description>
      <pubDate>Sat, 29 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71185</guid>
    </item>
    <item>
      <title>ST. LOUIS RAILROAD GATEWAY TERMINAL RESTRUCTURING PROJECT--PHASE I</title>
      <link>https://trid.trb.org/View/68823</link>
      <description><![CDATA[This report documents the analyses and results of Phase I of the St. Louis Terminal Restructuring Project.  Phase I has been limited to the development and preliminary examination of a physical restructuring plan with order-of-magnitude costs.  This physical restructuring plan for the St. Louis terminal area has been developed by a Technical Advisory Committee (TAC) composed of representatives of the seventeen railroad companies operating in the St. Louis terminal.  The TAC's restructuring plan would provide for expansion of one classification yard, construction of a new classification yard, modification of an existing yard for industry support, construction of a TOFC/COFC facility, and mainline corridor upgrading.  Railroad bridge upgrading would be an option for further analysis.  The TAC's restructuring plan would be refined through substantial additional analysis in Phase II of the project.  The primary community impacts of the restructuring plan would be the release of approximately 800 acres of riverfront land for redevelopment and relocation of approximately seventy dwellings and commercial/institutional structures.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68823</guid>
    </item>
  </channel>
</rss>