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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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      <title>VANDALISM SUPPRESSION BY HELICOPTER. PRELIMINARY EXPLORATION</title>
      <link>https://trid.trb.org/View/38288</link>
      <description><![CDATA[The research project is a preliminary exploration into procedures, applications and effects of helicopter surveillance of commuter and freight railroad facilities in an urban environment. The project was conducted in the Philadelphia Metropolitan Area in the Spring and Summer of 1972 for the Federal Railroad Administration and with the cooperation of the Penn Central Transportation Company and the Reading Railroad. An attempt was made to document effects of the helicopter patrol and to provide insight into the requirements of a more exhaustive program to attain statistical validation of observed impact of helicopter use.]]></description>
      <pubDate>Sun, 18 Oct 1981 00:00:00 GMT</pubDate>
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      <title>IMPROVED CONTROLS NEEDED OVER FEDERAL FINANCIAL ASSISTANCE TO RAILROADS</title>
      <link>https://trid.trb.org/View/65089</link>
      <description><![CDATA[Before 1976 direct Federal assistance to U.S. railroads was in response to specific crises in the Midwest and Northeast regions with more than $825 million provided in loans, loan guarantees and grants.  Available Federal assistance increased dramatically with passage of the Railroad Revitalization and Regulatory Reform Act of 1976 which authorized about $1.6 billion in direct assistance available nationwide.  Administrative and auditing procedures of assistance to date have been examined with numerous recommendations on pre-award procedures, accounting and monitoring of future grants.  While it did not find any indication that railroads used Federal funds for purposes other than intended by legislation, it did question the timing of such usage in the light of other working capital. GAO agrees that the goal of continuing essential rail services was met, but stated that FRA monitoring did not assure that this was achieved at lowest possible cost to the Government.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
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      <title>FINAL SYSTEM PLAN FOR RESTRUCTURING RAILROADS IN THE NORTHEAST AND MIDWEST REGION</title>
      <link>https://trid.trb.org/View/42363</link>
      <description><![CDATA[The Final System Plan, developed by the U.S. Railway Association meets the obligation of the Regional Rail Reorganization Act of 1973.  The Plan is described in two volumes with Volume I containing Part I: Introduction and Summary; Regional Rail System; Passenger Service; Financial Analysis; Capital Structure; Valuation; Manpower Requirements and Policies; Marketing; and Part II: Designations.  Volume II contains Part III: Light Density Lines and Community Impact.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
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      <title>FINAL SYSTEM PLAN FOR RESTRUCTURING RAILROADS IN THE NORTHEAST AND MIDWEST REGION. ERRATA SUPPLEMENT TO VOL 1-2</title>
      <link>https://trid.trb.org/View/42364</link>
      <description><![CDATA[Final system plan for restructuring railroads in Northeast and Midwest region pursuant to Regional Rail Reorganization Act of 1973, official Errata supplement to Vol. 1-2, December 1, 1975.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42364</guid>
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      <title>RAILROAD ACCIDENT REPORT: COLLISION OF READING COMPANY COMMUTER TRAIN AND TRACTOR - SEMITRAILER, NEAR YARDLEY, PENNSYLVANIA, JUNE 5, 1975</title>
      <link>https://trid.trb.org/View/41298</link>
      <description><![CDATA[About 11:06 p.m. on June 5, 1975, a Reading Company commuter train struck a tractor-semitrailer (truck) at a grade crossing near Yardley, Pennsylvania.  The truck was transporting three coils of steel, two of which penetrated the first commuter car.  The three occupants of the lead car were killed and an occupant of the second car was injured slightly.  The truck driver was uninjured.  The semitrailer was torn from the tractor and damaged beyond repair and the lead commuter car was damaged extensively. At the time of the collision, the automatic grade crossing signal system was functioning.  The truckdriver said he had not seen or heard the warning signals.  The National Transportation Safety Board determines that the probable cause of the accident was the failure of the truck driver to stop the truck in accordance with the warning signals.]]></description>
      <pubDate>Sat, 05 Jun 1976 00:00:00 GMT</pubDate>
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      <title>FOR READING, NO "BANKRUPTCY" IN L&amp;D PERFORMANCE</title>
      <link>https://trid.trb.org/View/25436</link>
      <description><![CDATA[The Reading Railroad has an organized approach to controlling loss and damage payouts which has seen their relation to gross freight revenues decline appreciably over the past decade.  A two-man L&D prevention group works steadily with the railroad's approximately 6,850 online customers on proper loading and blocking techniques and on destination inspections to pinpoint problems.  The prevention activity has support of top management and this is made known down throughout the supervisory and contract ranks.]]></description>
      <pubDate>Thu, 27 Feb 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25436</guid>
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      <title>MOBILE SAFETY PATROL</title>
      <link>https://trid.trb.org/View/20017</link>
      <description><![CDATA[The Reading Railroad has begun a pilot project to handle minor maintenance problems before they become a major safety hazard.  A mobile unit is sent to areas where complaints have been made.  In addition to maintenance, the safety unit also checks for hazards, such as broken rails, and reports these cases to appropriate departments.]]></description>
      <pubDate>Fri, 11 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20017</guid>
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      <title>SEPACT III: FINAL REPORT--OPERATIONAL READING</title>
      <link>https://trid.trb.org/View/10994</link>
      <description><![CDATA[The project was designed to develop and test techniques for the restructuring commuter railroad service in the Philadelphia metropolitan area.  Each phase of the experiment tested the relationship between various levels of service, fare structures, and ridership.  In some cases off-peak service was increased, in others the total number of trains was reduced.  These fluctuations were accompanied by variations in fares, the provision of special passes, and heavy promotional campaigns.  Comprehensive surveys were conducted to measure ridership preferences, trip characteristics, and volume.  Four general conclusions were yielded by the analysis: (1) Increased service and higher fares were more effective in reducing operating deficits than decreased service and lower fares.  (2) Where service was substantially improved, new ridership was attracted and paid higher fares as well.  (3) Greater equipment efficiency resulted in significant reductions in operating cost, thus recommending greater emphasis on capital improvement.  (4) The general market for rail service, including commuters, varied substantially over time.  It is concluded that rail commuter service was demonstrated to be a viable and integral part of urban transportation, and that, further, levels of service and passenger fares could be provided to ensure a profitable operation.]]></description>
      <pubDate>Sat, 15 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/10994</guid>
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      <title>SEPACT II FINAL REPORT: A STUDY OF THE 1975 COMMUTER RAILROAD SYSTEM IN THE SOUTHEASTERN PENNSYLVANIA METROPOLITAN REGION</title>
      <link>https://trid.trb.org/View/10995</link>
      <description><![CDATA[Present commuter railroad lines are operated by the Penn Central Company and the Reading Company under agreements with the Southeastern Pennsylvania Transportation Authority. The general terms of the agreements between Septa and each railroad cover: (1) fare structure, (2) on-time performance, (3) equipment availability and utilization, (4) car cleanliness, (5) station maintenance and cleanliness, (6) parking facility maintenance, (7) management computer operations, and (8) advertising and public relations.  An action program is developed to maximize rail patronage, principally by increasing the attractions of commuter rail travel compared to automobile travel and thereby increasing the absolute number and the proportion of trips made by rail.  To the extent that the number of peak period trains permits, zone scheduling is recommended.  This concept involves division of a particular line into zones or goups of consecutive stations, with each train serving substantially only one zone.  Direct service between downtown Philadelphia and each zone would thus be provided.]]></description>
      <pubDate>Sat, 15 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/10995</guid>
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      <title>COMMUTER RAILROAD SERVICE IMPROVEMENTS FOR A METROPOLITAN AREA--SEPACT I</title>
      <link>https://trid.trb.org/View/10996</link>
      <description><![CDATA[The objectives were to: (1) produce transportation findings applicable to other metropolitan areas faced with similar problems; (2) demonstrate the effectiveness of improved service and reduced fares in reversing the ridership decline on commuter railroads; (3) relieve traffic congestion on parts of the regions's highway network; (4) demonstrate the efficiency of a regional approach to common problems. Sepact I encompassed a combined program of improved service and reduced fares on the Reading Company's North Penn-Hatboro lines and that portion to and from Levittown, of the Pennsylvania Railroad's Philadelphia--New York mainline.  The program ran for three years and cost approximately 4.7 million dollars.  The program included increased service, fare reductions, new equipment, parking improvements, bus-train transfers, and promotion, publicity and information.  The project planning and implementation point out the allocation of responsibilities and special problems affecting the demonstration project.  The demonstration helped the southeastern Pennsylvania region retain and improve service on a significant portion of its vital commuter rail network, and brought tangible benefits to commuters in a large portion of the Philadelphia market area.]]></description>
      <pubDate>Sat, 15 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/10996</guid>
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