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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>Why the fixed-effects estimator may not be the 'Gold Standard' for estimation of economies of density in rail transport: an application from rail infrastructure maintenance data in France</title>
      <link>https://trid.trb.org/View/2427450</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 09 Sep 2024 17:01:45 GMT</pubDate>
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      <title>The measurement of returns to density and scale for heterogeneous rail infrastructure technologies</title>
      <link>https://trid.trb.org/View/2209593</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 10 Jul 2023 09:11:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209593</guid>
    </item>
    <item>
      <title>Cross-asset management for road infrastructure networks</title>
      <link>https://trid.trb.org/View/1404287</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 20 Apr 2016 13:53:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1404287</guid>
    </item>
    <item>
      <title>Wear-type rail corrugation prediction: field study</title>
      <link>https://trid.trb.org/View/1300979</link>
      <description><![CDATA[Rail corrugation consists of undesirable periodic fluctuations in wear on railway track and costs the railway industry substantially for it's removal by regrinding. Much research has been performed on this problem, particularly over the past two decades, however, a reliable cure remains elusive for wear-type corrugations. Recently the growth behaviour of wear-type rail corrugation-has been investigated using theoretical and experimental models as part of the RailCRC Project (#18). A critical part of this work is the tuning and validation of these models via an extensive field testing program. Rail corrugations have been monitored for 2 years on sites throughout Australia. Measured rail surface profiles are used to determine corrugation growth rates on each site. Growth rates and other characteristics are compared with theoretical predictions from a computer model for validation. The results from several pertinent sites are presented and discussed.]]></description>
      <pubDate>Tue, 04 Mar 2014 20:12:49 GMT</pubDate>
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      <title>Improving the performance of a locomotive components maintenance facility</title>
      <link>https://trid.trb.org/View/1300977</link>
      <description><![CDATA[This project is aligned with one of the main guidelines for growth of CVRD, which priorities excellence in managing its assets. The entire components maintenance shop structure was based on a need for service and availability of spare parts to support increased demand of the locomotive maintenance shops, a demand generated by the change in focus of these sites and increased production necessary along the transport corridors. To meet this need, new values were necessary, thus determining a new culture. This new culture transformed a Maintenance Shop into a Components Reconditioning Unit, changing the focus from 'shop' to 'factory'. To support implementation of this new culture, a working base was defined with four pillars: people/quality/time/cost. Priorities were set for each of these pillars, with the consequent use of the PDCA (Plan-Do-Check-Act) management tool. Currently, each of the pillars is in the implementation phase of the PDCA. These will be detailed in this work separated in two levels. The first PDCA includes all the cycle and have been performed in the first year, while the second PDCA has just begun.]]></description>
      <pubDate>Tue, 04 Mar 2014 20:12:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1300977</guid>
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    <item>
      <title>Development of rail grinding strategies In Europe</title>
      <link>https://trid.trb.org/View/1300933</link>
      <description><![CDATA[For a long time in Europe rail grinding was considered a corrective action for corrugation and transverse profile deformation, along with relief of surface damage such as ballast stone imprints. Suitable geometrical limits were fixed for the growth of rail irregularities to ensure timely intervention. Recognition of the positive effects of grinding and the development of high-production equipment has led to intensified and diversified applications of rail rectification. With more powerful and precise machines, intervention thresholds have tended to become lower. Some new phenomena, such as rolling contact fatigue and vehicle instability at higher speeds, for which there are no accurate measuring means require other intervention strategies. It is now clear that the improved contact conditions at the wheel/rail interface from regular grinding contribute significantly to overall track maintenance economics. At present, efforts are being directed to quantifying the cost-benefit effect on the life-cycle costs of rail. There is a growing perception that a combination of initial grinding of new rails, followed by cyclical grinding and, if necessary, corrective grinding at low intervention thresholds is the best approach to rail care. Establishing optimal rail grinding programs is complex. A balance must be found between specific target profiles, production tolerances and metal removal. Also to be taken into account is availability of track possessions and grinding machines - and of course - limited track maintenance budgets. With the situation still evolving, it is of interest to review how various railways program grinding work.]]></description>
      <pubDate>Tue, 04 Mar 2014 20:10:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1300933</guid>
    </item>
    <item>
      <title>Access regimes and the economics of New Zealand's rail network</title>
      <link>https://trid.trb.org/View/1300876</link>
      <description><![CDATA[This paper is about the issues and principles underlying track access regimes in rail reference to the New Zealand metropolitan rail context. The paper starts with an outline of the process initiated earlier this year towards agreement on a track access regime between KiwiRail Group and Auckland and Wellington regional councils. It then discusses some of the economic issues arising in the design of access regimes for network industries in which, as with rail, the network provider is a 'natural monopoly'. The paper also highlights some of the differences between theoretical ideals and practical soloutions. Even given clarity about the objectives of the access regime, achieving a sustainable solution involves some complex trade-offs.]]></description>
      <pubDate>Tue, 04 Mar 2014 20:07:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1300876</guid>
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    <item>
      <title>Concrete maintenance ties: interspersal in existing wood track</title>
      <link>https://trid.trb.org/View/1300710</link>
      <description><![CDATA[Cross ties are a constant focus of track maintenance programs as railroads continually strive for improvement. Cross ties are not the most expensive track structure component, yet their performance plays a vital role.  Traditionally the wood cross tie has been the predominant cross tie of choice, however, increasing economic, environmental, and performance pressures have led railroads to look for alternatives. In 1999 the Burlington Northern and Santa Fe Railroad (BNSF) expressed a strong interest in finding an alternate material cross tie that would be compatible with, and could be interspersed with, wood ties in existing wood tie track.  They wanted a cost competitive cross tie that could be used in their standard maintenance programs.  This paper discusses the concrete Maintenance Replacement Tie (MRT) developed by RCTI in the USA and Rocla Sleepers in Australia.]]></description>
      <pubDate>Tue, 04 Mar 2014 19:59:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1300710</guid>
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      <title>Notes for discussion: NAASRA study of road maintenance standards, costing and management (followed by discussion and author's closure)</title>
      <link>https://trid.trb.org/View/1210115</link>
      <description><![CDATA[The National Association of Australian State Road Authorities (NAASRA) study of road maintenance standards, costing and management aims to produce guidelines suitable for use by state road authorities in: a) establishing appropriate maintenance standards; b) costing of maintenance work; and c) overall management of maintenance operations.  Tasks for the study have been defined: develop a road reference system; prepare guidelines for 1) inspection, 2) maintenance function inventory, 3) fault classification and measurement, 4) repair standards and methods, 5) estimating, 6) annual budgeting, 7) work programming and scheduling, 8) measuring, costing and reporting, and 9) training and staff development; review the organisational implications of these guidelines for each SRA; and devise methods for determining whether the maintenance objectives of an SRA are being met and assessing the need for changing the maintenance management system.]]></description>
      <pubDate>Sat, 25 Aug 2012 00:06:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1210115</guid>
    </item>
    <item>
      <title>Outline of the NAASRA and Tasmanian road maintenance studies</title>
      <link>https://trid.trb.org/View/1208984</link>
      <description><![CDATA[The National Association of Australian State Road Authorities has recently commenced a comprehensive study of road maintenance, standards, costing and management with the objective of producing guidelines, for the various maintenance tasks, suitable for use by state road authorities.  The Public Works Department of Tasmania has developed over the last seven years a maintenance management system and recently the Australian Road Research Board has cooperated with two districts of the department in introducing improvements to costing aspects of the system.  The two studies are outlined in this paper.  The experience gained by the Department of Public Works in some of the different maintenance tasks has led to further developments and these are discussed.  These developments should assist in the comprehensive NAASRA study (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 23:24:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1208984</guid>
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    <item>
      <title>NAASRA study of road maintenance standards, costing and management; report on study tour of United Kingdom and United States of America</title>
      <link>https://trid.trb.org/View/1207914</link>
      <description><![CDATA[This report describes the results of an overseas tour to the United Kingdom and the United States of America made by the study team leader for the NAASRA study of road maintenance standards, costing and management. The suitability of elements of the road maintenance management systems encountered for Australian conditions are discussed.  In the United States of America, road maintenance authorities have tended to concentrate on the management of resources (labour, equipment and materials) and are now developing overall maintenance planning techniques based on analysis of the data accumulated on road maintenance operation.  In the United Kingdom the emphasis has been placed on the assessment of structural maintenance needs and the coordinated planning necessary to satisfy those needs.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:49:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1207914</guid>
    </item>
    <item>
      <title>Maintenance and administration of Australian road systems</title>
      <link>https://trid.trb.org/View/1207903</link>
      <description><![CDATA[The paper describes the implementation of the maintenance, operation and administration phases of the Australian roads survey, 1969-74 and includes a summary of the results of these phases of the survey together with discussion and analysis of these results.  The paper includes a brief outline, in board terms, of those sections of the specification relating to maintenance, operation and administration.  (A)]]></description>
      <pubDate>Fri, 24 Aug 2012 22:49:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1207903</guid>
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    <item>
      <title>Optimisation of highway maintenance using the highway design model</title>
      <link>https://trid.trb.org/View/1207050</link>
      <description><![CDATA[Funds allocated for maintenance and overlaying of road pavements are becoming an increasingly important component of highway authority budgets. This paper describes an investigation into the effect of the maintenance/ overlay policy on the cost to the highway authority and the cost to the road user over a specified analysis period.  Two lane rural roads with a range of pavement structures, pavement conditions and traffic volumes are considered. The highway design model is used to estimate both authority and user costs under a range of maintenance/ overlay policies. Policies which minimise cost of operation (authority cost plus user cost) are determined, together with the sensitivity of cost of operation to maintenance/ overlay policy. A methodology for incorporating future uncertainties (traffic growth, monetary inflation and available funds) is included (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 22:05:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1207050</guid>
    </item>
    <item>
      <title>Review of the NAASRA study of road maintenance standards, costing and management</title>
      <link>https://trid.trb.org/View/1206962</link>
      <description><![CDATA[This paper reviews the findings of the National Association of Australian State Road Authorities study of road maintenance standards, costing and management.  The paper discusses a basic approach to road maintenance that could be implemented with a minimum of effort, and a systems approach that assesses need and predicts funding levels from an analysis of the road network behaviour and past expenditure.  Assessment of road condition is also discussed and requirements for road condition surveys under Australian conditions outlined.  The techniques used are briefly compared to overseas methods.  A flow diagram is presented that outlines the action necessary to plan, operate and control the maintenance of a network of roads.  It is concluded that the systems approach is preferred to the basic approach as it best satisfies the aims of planning and budgeting.  However, no one technique is applicable to the whole of Australia, or indeed to any specific district, and the study provides a foundation for establishing the feasibility and practicality of the techniques and their compatibility with other elements of road maintenance management.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:03:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1206962</guid>
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    <item>
      <title>The condition of major roads in Canberra</title>
      <link>https://trid.trb.org/View/1206578</link>
      <description><![CDATA[There have been many cases of pavement failure in major Canberra roads over the last few years.  In order to assess the scope of the problem a survey of pavement condition has been carried out on the more important roads in woden and weston creek, together with northbourne avenue and ginninderra drive.  The survey revealed considerable pavement rutting and associated surface cracking in arterial and subarterial roads, particularly in the outer lanes.  Of the 170 lane kilometres of arterial and subarterial roads surveyed, 30 lane kilometres, or approximately 17 per cent were assessed to require immediate strengthening.  It is expected that in some cases strengthening by overlaying with 50 mm of bituminous concrete will restore the pavement shape and will be the most economical way to extend the pavement life, but in other instances complete reconstruction will be required.  The cost of strengthening by reconstruction will be about four times that of an overlay.  The present pavement conditions related to age indicate that design and/ or construction standards for the heavily trafficked roads are inadequate for the traffic loadings and volumes, resulting in pavements not lasting 20 years.]]></description>
      <pubDate>Fri, 24 Aug 2012 21:51:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1206578</guid>
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