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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>A Critique of Burlington Northern's Private Car Pool Proposal</title>
      <link>https://trid.trb.org/View/1905287</link>
      <description><![CDATA[This paper theoretically analyzes Burlington Northern's proposed policy on reducing the number of privately owned covered hopper cars operating on its trackage.]]></description>
      <pubDate>Sun, 30 Jan 2022 16:36:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1905287</guid>
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      <title>Contact between parents and adult children: The role of time constraints, commuting and automobility</title>
      <link>https://trid.trb.org/View/1376544</link>
      <description><![CDATA[Recent developments suggest that the need for contact between parents and adult children is expected to grow, while paid labour is re-organized to include more flexible work schedules and locations. In parallel the authors view a pressure to increase sustainable mobility through reducing car driving. Against this background, this paper addresses the question: to what extent the frequency of contact between parents and their adult children living out of home is associated with time allocated to work, including commuting time, and with automobility? Face-to-face and telecommunication based contact is considered. Regression analysis of survey data collected in the Netherlands was performed and results suggest that face-to-face contact was significantly associated with work and commute duration, car ownership, car commuting and distance. Telecommunication based contact was mainly associated with work duration, degree of urbanization and distance. Automobility seemed to be more important for women than for men. The policy implication is a potential trade-off between policies that aim at strengthening sustainable mobility behaviour and policies that lead to an increase in the reliance on informal care.]]></description>
      <pubDate>Wed, 23 Dec 2015 08:09:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1376544</guid>
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      <title>A Life Cycle Costing Framework for Effective Maintenance Management in a Rolling Stock Environment</title>
      <link>https://trid.trb.org/View/1377199</link>
      <description><![CDATA[Having a life cycle framework in place to support the reliability, availability maintainability and safety of all mission critical assets has become an integral part of decision-making in the railway environment. In this paper, one such framework is investigated and developed for use in a railway rolling stock environment with emphasis on the cost of ownership and effective maintenance and replacement strategies that influence it. The framework consists of taking typical mission critical components, in this case a traction motor, together with their failure and maintenance history. All costs related to the operation and maintenance of these traction motors throughout their life-cycle were determined. The next step involved considering different scenarios under which the component can be used in terms of operations, maintenance and replacement considerations. In this study, the three scenarios are: (1) Keep running the component as-is with the current maintenance strategy; (2) Replace the component with a completely new one and develop a maintenance strategy to support it; (3) Operate with a standby or redundant component. The decision on which scenario to take is then based on the one with the most favourable net present value after performing life cycle costing (LCC) over a specified period of time. A typical railway rolling stock maintenance organisation in South Africa is used to highlight the practical implications of such a framework and how the company can make informed decisions on the appropriate decisions to take. The overall conclusion of this study is that such a framework is useful and that it can be used as a basis for estimating LCC across a spectrum of critical assets found in the rolling stock environment.]]></description>
      <pubDate>Wed, 23 Dec 2015 08:08:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1377199</guid>
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    <item>
      <title>Railroad-Owned Tank Cars - How Will They Be Regulated?</title>
      <link>https://trid.trb.org/View/1350278</link>
      <description><![CDATA[This article discusses BNSF Railway Company's announcement that it was planning to purchase 5,000 tank    cars. This would be an unprecedented action, in that the majority of tank cars are privately owned, mostly by large leasing companies. The author raises several questions regarding the economic and regulatory impacts of the announcement.]]></description>
      <pubDate>Wed, 15 Apr 2015 09:09:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1350278</guid>
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    <item>
      <title>Interdependences between household residential and car ownership behavior: a life history analysis</title>
      <link>https://trid.trb.org/View/1302039</link>
      <description><![CDATA[Once a transportation system is built or a land-use policy is carried out, it influences people’s travel behavior and their lives for a long time period. It is therefore important for policy makers to understand people’s decisions on travel behavior and lives over a longer time period. However, little has been known about the interdependences between life domains, especially over the life course (i.e., biographical interdependences) in the context of residential and car ownership behavior. To fill this gap, this study aims to clarify households’ biographical interdependences relating to residential and car ownership biographies by explicitly incorporating the influence of household structure and employment/education biographies. Biography is defined based on a general concept of mobility that indicates a change occurring in a life domain. For this purpose, a Web-based life history survey was conducted in November 2010 and 1000 households living in major Japanese cities provided valid data. Aggregate analysis and exhaustive CHAID analysis were carried out, focusing on the occurrence times of mobilities in each biography. Results confirm obvious two-way cause–effect relationships over the life course between residential and car ownership biographies that are further influenced by household structure and employment/education biographies. Especially, not only short-term but also long-term state dependence and future expectations within and across life domains are clarified. Household structure and employment/education biographies are found to be more influential on residential biography than car ownership biography. Though residential biography is seen to be more influential on car ownership biography, the other two biographies also play an important role in explaining the car ownership mobility decision. All these findings suggest the necessity of developing intra-domain and inter-domain biographical interdependence models with flexible structures that capture the influences of state dependence and future expectations over different time scales in the life course in a unified framework.]]></description>
      <pubDate>Thu, 03 Apr 2014 10:19:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302039</guid>
    </item>
    <item>
      <title>A Preliminary Investigation of Private Railcars in North America</title>
      <link>https://trid.trb.org/View/1225793</link>
      <description><![CDATA[Railroad ownership of and investment in freight cars has been steadily declining.  In this paper, the economic conditions of this change in railcar ownership over the last 10 years are examined. Privately owned railcars now carry 54% of total ton miles and 56% of total tonnage moved by railroads, and 87% of new investment in railroad cars has been made by private car owners.  Despite the increasing reliance on private railcars, rates of return to railcar owners are decreasing.  The current rates of return fall below those necessary to fund future investment. Shifting costs from railroads to shippers exacerbates the problem. Since an adequate supply of railcars is a critical component of the freight rail supply chain, a large drop in private investment could pose a serious threat to shippers, the railroad industry, and the entire economy.  Directions for future research are discussed.]]></description>
      <pubDate>Thu, 20 Dec 2012 09:12:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1225793</guid>
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    <item>
      <title>Retail Service is Essential</title>
      <link>https://trid.trb.org/View/968050</link>
      <description><![CDATA[This article describes how many railways have tended to focus on “wholesale” movements of bulk flows over long distances in the search for profitability. But most freight moves over short distances or in small volumes, so in order to grow market share, railways must develop retail marketing skills. The article describes how railways have steadily lost freight market share to the road since the introduction of the lorry. As the highways improved, the losses accelerated. While rail’s market share has stabilized in some higher income countries, or even increased slightly, in most countries rail’s share of the freight market is less than 20%. In recent years growing awareness of environmental impacts and increasing traffic congestion have led politicians to call for rail to play a greater role in freight transportation in regions as far apart as the European Union and Australia. Commentators often look at the large profitable privately-owned railroads of North America and the thriving short line sector which supports the Class 1s, but while it may be one of the most successful models in the world, it has significant limitations and cannot easily be transferred to other regions. Closer examination of recent traffic data shows that there are some common trends in all markets, regardless of public or private ownership, the length of haul, or the size of the companies. Achieving a significant shift in modal share will involve rethinking many railway philosophies from square one.]]></description>
      <pubDate>Wed, 13 Oct 2010 14:52:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/968050</guid>
    </item>
    <item>
      <title>Railroad Restructuring</title>
      <link>https://trid.trb.org/View/865127</link>
      <description><![CDATA[This paper describes how it seems appropriate at the outset to consider the meaning (in the context of today’s rail problem) of the word “restructuring.” Presumably it does mean rehabilitation, since that important subject is separately discussed in another paper, but restructuring may in some cases may be a prerequisite to or at least a handmaiden of rehabilitation. It seems clear that restructuring is intended to alleviate the specific ill of today’s railroads in the United States which many writers refer to as Balkanizaiton. It is the corporate structure and the geographic extent of the corporation’s ownership or trackage rights, and thus operating rights, with which the paper is concerned.]]></description>
      <pubDate>Thu, 31 Jul 2008 15:24:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/865127</guid>
    </item>
    <item>
      <title>Non-Railroad-Owned Freight Cars: Issues and Compensation Practices</title>
      <link>https://trid.trb.org/View/865120</link>
      <description><![CDATA[This paper creates awareness about certain increasingly important issues of railroad car supply, namely, issues surrounding the providing and usage of non-railroad-owned freight cars. The paper discusses the increasing usage of these cars for rail transportation, and compares schemes for their supply and use. The issues of ownership cost compensation trends for these cars are also addressed.]]></description>
      <pubDate>Thu, 31 Jul 2008 15:24:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/865120</guid>
    </item>
    <item>
      <title>Public Ownership of Rail Rights of Way, Public Financing, Private Sector Operations and the Public Interest</title>
      <link>https://trid.trb.org/View/865032</link>
      <description><![CDATA[This paper describes how an appropriate public policy towards the transportation industry as a whole remains an apparently elusive goal,.  The paper also describes how many studies have been carried out or are in the process at this time within the Department of Transportation (DOT), mandated by the “4R Act.” This paper attempts to raise certain specific issues and provide what is hoped to be a solution to one of the more glaring problems of railroading in the last quarter of 20th century America.]]></description>
      <pubDate>Wed, 30 Jul 2008 08:10:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/865032</guid>
    </item>
    <item>
      <title>Freight Railroads: Updated Information on Rates and Other Industry Trends</title>
      <link>https://trid.trb.org/View/815088</link>
      <description><![CDATA[Over 25 years ago, Congress transformed federal freight rail transportation policy. At that time, after almost 100 years of economic regulation, the railroad industry was in serious economic decline, with rising costs, losses, and bankruptcies. In response, Congress passed the Railroad Revitalization and Regulatory Reform Act of 1976 and the Staggers Rail Act of 1980. Since the passage of the Staggers Rail Act of 1980, the U.S. Government Accountability Office (GAO) has issued several reports on the freight railroad industry. On October 6, 2006, GAO issued its most recent report, in which GAO reported that industry rates and the rates for many commodities (e.g., coal and motor vehicles) had generally declined from 1985 through 2004. GAO also reported that freight railroad companies do not consistently report revenues raised from fuel surcharges. To update GAO's October 2006 report, GAO examined the Surface Transportation Board's (STB’s) Carload Waybill Sample from 1985 through 2005 (the latest year for which data were available at the time of this review). This database includes information on rail rates across the industry and by commodity, as well as tonnage, federal regulation, and other statistics. GAO determined that the data used in this report were sufficiently reliable for the purpose of its review. Briefly, results of GAO's review indicate that in 2005, industry rail rates increased 7 percent over their 2004 levels, the largest annual increase over the past 20 years, outpacing the rate of inflation for only the second time in 20 years. Rates also increased for the commodities GAO reviewed—including such commodities as coal and grain. Freight railroad companies continued a 20-year trend of shifting other costs to shippers, including railcar ownership. Revenues railroads reported as miscellaneous revenue—a category that includes fuel surcharges—nearly tripled from $633 million in 2004 to $1.7 billion in 2005. While it remains difficult to precisely determine how many shippers are captive to a single Class I railroad because available proxy measures can overstate or understate captivity, 2005 data indicate that potentially captive traffic continued to drop. At the same time, traffic traveling at rates significantly above the threshold for rate relief increased in 2005.]]></description>
      <pubDate>Tue, 28 Aug 2007 10:56:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/815088</guid>
    </item>
    <item>
      <title>Border Control</title>
      <link>https://trid.trb.org/View/794810</link>
      <description><![CDATA[In 2007, an international diplomatic conference will consider adoption of a new protocol to protect parties that have invested in rolling stock which crosses international borders.  This article explains the proposed Rail Protocol to the Cape Town Convention, which gives financiers remedies on default, including repossession and sale of the equipment.  In some circumstances, this can be done without going to court.  The Rail Protocol also provides financiers with remedies in case of insolvency.  These remedies may benefit not only private financiers, but also manufacturers who provide vendor financing for their own rolling stock, and train operators who can take advantage of the resulting cheaper financing.]]></description>
      <pubDate>Fri, 29 Dec 2006 11:06:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/794810</guid>
    </item>
    <item>
      <title>New York City Transit’s New Train Procurements--Recent and More Recent</title>
      <link>https://trid.trb.org/View/758064</link>
      <description><![CDATA[New York City Transit�s (NYCT�s) subway car fleet of more than 6,400 cars serves as one of the agencies major capital investments for this massive 656 track mile, 468 station system that has a daily ridership in excess of 4.6 million people. As with all significant investments, there must be a commitment to maintain the rolling stock to provide for a long and capable future. In the early 1990s NYCT�s subway rail car fleet was comprised of 16 �car classes�, with 8 classes in the A-Division (former IRT) and 8 classes in the B-Division (former BMT/IND). These car classes had been manufactured by seven different carbuilders. The average age of the entire fleet at that time was about 18 years of age; the oldest car classes, the ADivision�s 
R29, R33 and R36 cars, or the Redbirds as they were called since being painted Tuscan Red in the arly 1908s, were as old as 45 years. In the mid-1990s, the New York State Metropolitan Transportation
Authority (MTA), NYCT�s parent organization, took a fresh look at long-range needs for rail cars and included in their 1995-1999 Capital Program replacement of the entire Redbird class of 1,408 cars. Thus was born the �R142� rail car procurement, so designated from the NYCT�s tradition of designating car classes based on the sequential contract numbers assigned by the NYCT�s Department of Capital Program Management (CPM), in this case Contract �R34142�. The R142 procurement became the first of five NYCT rail car procurements initiated over the next five years. These five procurements total more than 3,412 new cars, significantly rejuvenating NYCT�s aging rail car fleet. MTA�s and NYCT�s planning, plus financial support from the State of New York, The City of New York, and the U. S. Federal Government have made this extensive and critically needed program possible, and to date successful.]]></description>
      <pubDate>Thu, 14 Jul 2005 16:30:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/758064</guid>
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      <title>TAKING RISKS &amp; DOING THE UNDOABLE : AFTER A HALF CENTURY, TTX ENJOYS A STRONG BUSINESS PARTNERSHIP WITH ITS OWNER-RAILROADS</title>
      <link>https://trid.trb.org/View/757807</link>
      <description><![CDATA[This special supplement presents a fifty-year retrospective of TTX. Originating in 1955 as the Trailer Train Company, TTX was formed with three owners: Pennsylvania Railroad, Norfolk & Western, and Rail- Trailer Corporation. It had as its primary objective to standardize and foster the growth of piggybacking rail equipment. The article offers three separate sections: a historical timeline of key events, a look at the next generation of TTX rail car innovations, and a discussion of how TTX manages its diverse and active fleet of intermodal, autotrack/reload and general-use rail cars.]]></description>
      <pubDate>Thu, 07 Jul 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/757807</guid>
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    <item>
      <title>LOCAL AND REGIONAL PUBLIC TRANSPORT IN 10-20 YEARS. CHANGES IN ELDERLY PEOPLE'S TRAVEL BEHAVIOUR UP TO 2000</title>
      <link>https://trid.trb.org/View/270794</link>
      <description><![CDATA[The aim of the study is to investigate what influence the demographic situation, holding of driving licences and car ownership will have on elderly people's (between 65 and 85 years of age) travel behaviour up to 2000.  (TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:59:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/270794</guid>
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