<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>CONGESTION, TOLLS, AND THE ECONOMIC CAPACITY OF A WATERWAY</title>
      <link>https://trid.trb.org/View/90414</link>
      <description><![CDATA[THREE QUESTIONS ARISE WHENEVER CONGESTION OCCURS. THE FIRST QUESTION CONCERNS THE OPTIMAL USE OF A FACILITY (THE DETERMINATION OF ECONOMIC CAPACITY). THIS QUESTION MIGHT BE ANSWERED BY A SYSTEM OF OPTIMAL TOLLS OR SUBSIDIES WHICH EQUATE PRIVATE TO SOCIAL COST. TO ILLUSTRATE THE ANALYSIS, THE SOCIAL COST OF ADDING A TOW TO A WATERWAY WAS CALCULATED, AND THE TOLL WHICH WOULD CAUSE THE TOW OPERATOR TO FACE SOCIAL COST WAS DETERMINED. THE SECOND QUESTION CONCERNS THE DECISION TO EXPAND PHYSICAL CAPACITY (WHEN IS THE DEMAND SUFFICIENTLY LARGE TO JUSTIFY EXPANSION?). THIS QUESTION MIGHT BE ANSWERED BY A BENEFIT-COST ANALYSIS OF THE EXPANSION DECISION. FOR EXAMPLE, THE BENEFIT OF EXPANDING A LOCK IS THE REDUCTION IN TOTAL LOCKING TIME. IF THIS DOLLAR BENEFIT EXCEEDS THE COST OF EXPANSION, PHYSICAL CAPACITY SHOULD BE INCREASED. THE THIRD QUESTION CONCERNS THE EFFECT OF A TOLL (OR OF ITS ABSENCE) ON THE CHARACTER OF THE SERVICE DEMANDED (THE AMOUNT OF SERVICE TIME DEMANDED BY A SINGLE CUSTOMER). THIS QUESTION MIGHT BE ANSWERED BY NOTING THAT CONGESTION RESULTS FROM THE AMOUNT OF SERVICE TIME DEMANDED BY A CUSTOMER. THUS, THE OPTIMAL TOLL SHOULD DEPEND ON ACTUAL SERVICE TIME. /AUTHOR/]]></description>
      <pubDate>Mon, 13 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90414</guid>
    </item>
    <item>
      <title>LEAST-ENERGY OPERATION OF RIVER SHIPPING. VOLUME I: EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/155652</link>
      <description><![CDATA[This study covers the line-haul phase of river shipping. Methods have been derived for determining the best speeds at which to operate river shipping equipment in order to minimize fuel consumption per mile, (or per barge-mile, or per ton-mile), or to minimize line-haul cost per mile, etc. These best speeds depend on equipment propulsive performance and costs, whether bound upstream or downstream, swiftness of current, and depth of water. This methodology will prescribe a best speed for each reach of a river, given the equipment used, its fuel rates and costs.]]></description>
      <pubDate>Mon, 16 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155652</guid>
    </item>
    <item>
      <title>LAW OF THE SEA: A BIBLIOGRAPHY OF THE PERIODICAL LITERATURE OF THE 1970S</title>
      <link>https://trid.trb.org/View/41539</link>
      <description><![CDATA[The bibliography covers periodical literature published during the 1970's. There are brief annotations for each entry. There are two sections, each containing the same entries arranged differently. Section I is ordered alphabetically according to the last name of the author. Section II is ordered by topic category and then alphabetically by author's name within each category.]]></description>
      <pubDate>Sat, 13 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41539</guid>
    </item>
    <item>
      <title>OHIO RIVER NAVIGATION SYSTEM. 1997 STATISTICAL SUPPLEMENT. COMMERCE ON THE OHIO RIVER AND ITS TRIBUTARIES</title>
      <link>https://trid.trb.org/View/472559</link>
      <description><![CDATA[This publication consists of Part 1 - Navigation Project Statistics; and Part 2 - Waterborne Commerce Data.  The data are derived from two official sources of inland waterway transportation data.  First, the Lock Performance Monitoring System (LPMS) database contains information collected from towboat operators and lock personnel as vessels move through the projects.  Second, the Waterborne Commerce Statistics data contain barge-level information submitted by waterway carriers to the Waterborne Commerce Statistics Center (WCSC) in New Orleans. The data from both sources are necessary to provide a complete account of waterway commodity traffic.  The LPMS data contain lock-specific information, while WCSC data cover port-to-port commodity movements on the navigable rivers of the inland waterway system.]]></description>
      <pubDate>Fri, 27 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472559</guid>
    </item>
    <item>
      <title>CONCEPT DEVELOPMENT AND FEASIBILITY STUDY FOR AN INTEGRATED AIDS TO NAVIGATION SOFTWARE SYSTEM</title>
      <link>https://trid.trb.org/View/471936</link>
      <description><![CDATA[The report examines the feasibility of integrating varied, pre-existing short-range aids to navigation (AToN) software. The applications design, implement and manage AToN for the Coast Guard.  It is envisioned their functionality can be recombined into one application to yield open access to AToN data and provide a systematic approach to engineering and management tasks.  Feasibility is addressed with respect to technical risk, management issues and cost.  Following recent trends in client/server applications, arguments are made in favor of an Intranet design.  This will minimize client software costs, reduce training and allow for central management of the application.  Although the system will operate in vastly different geographic locations, the Intranet concept is still applicable because the wide area network will be private and secure.  The Coast Guard applies research and new technologies, like Intranets, to enhance waterways performance.  Improved waterways benefit the nation by increasing commercial mobility, recreational access, maritime safety and environmental protection.]]></description>
      <pubDate>Fri, 26 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471936</guid>
    </item>
    <item>
      <title>INLAND WATERWAYS: STILL OR TURBULENT WATERS AHEAD?</title>
      <link>https://trid.trb.org/View/474126</link>
      <description><![CDATA[Waterway transportation has played an important role in the history of the United States, and it continues to be important today.  The federal government is responsible for building and maintaining the locks and channels that provide navigation, with funding coming partly from general revenues and partly from the fuel tax revenues deposited in the Inland Waterways Trust Fund. A current concern is that nearly half of the lock chambers in the system are over fifty years old, so the backlog of structures requiring major rehabilitation or replacement is large and growing.  Expenditures from the trust fund at a rate sufficient to meet this need would deplete the fund in a matter of a few years.  Other current policy issues include continued operation of tributary waterways with low traffic, continued subsidy of the water mode in the face of federal budget deficit reduction efforts, environmental effects of tow traffic, and disposal and beneficial reuse of dredged material.]]></description>
      <pubDate>Wed, 19 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474126</guid>
    </item>
    <item>
      <title>A SYNTHESIS OF MODERN, PROFESSIONAL ECONOMIC WISDOM AND LITERATURE PERTAINING TO NAVIGATION PROJECTS</title>
      <link>https://trid.trb.org/View/479157</link>
      <description><![CDATA[If large, complex, lengthy, multiple-use projects of interest to several groups are to be evaluated for their desirability, the criteria for the evaluation must first be agreed to.  The setting for modern evaluation of government projects dates back to the River and Harbor Act of 1902, which, "required a board of engineers to report on the desirability of Army Corps of Engineers' river and harbor projects, taking into account the amount of commerce benefitted and the cost".  Recently, however, environmental critics have charged that previous studies are of limited use because economic benefits present only one side of the ledger, i.e., they do not analyze the potentially adverse impacts of maintenance dredging and disposal on natural resources.  Industry on the other hand, believes that studies performed by the Army Corps of Engineers that only calculate benefit/cost ratios do not fully measure all of the benefits associated with inland waterway transportation and therefore the benefits are typically understated.  Additionally, critics from all camps seem to agree that most studies neglect the "safety" or "risk" value aspects of inland waterway transportation compared to other transportation modes.  Knowing how to evaluate and select projects to be approved, paid for, and operated by the government is important to all stakeholders, not just the government.  This report examines the elements of cost-benefit analysis pertaining to navigation projects and synthesizes a sample of completed studies of waterway and other related public works projects over the last several years.  The purpose of this undertaking is to provide a means of placing these studies into easily identifiable categories to aid future analysts in their task of selecting methodologies for studies they may undertake.]]></description>
      <pubDate>Fri, 23 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479157</guid>
    </item>
    <item>
      <title>FEASIBILITY OF WATERBORNE PUBLIC TRANSPORT IN THE NETHERLANDS</title>
      <link>https://trid.trb.org/View/479732</link>
      <description><![CDATA[The Dutch inland waterways are not significantly used for passenger transport.  Reintroduction of waterborne public transport may decrease the use of private cars, however, recent attempts have failed or never left the drawing boards.  This leads to the question is waterborne public transport feasible in the Netherlands?  In order to answer this question, other questions have to answered.  What are the requirements for success and can the Dutch waterways and the available ships meet these requirements?  Two studies were carried out to answer these questions.  The results of the first study included the development of general requirements for waterborne public transport and some routes that might be successful.  It was felt that more knowledge on fast craft and their behaviour on inland waterways was needed before final conclusions could be made. This resulted in a second study.  The results of both studies are presented in this paper.  The requirements for waterborne public transport are described.  The market demands are most important, however, governmental requirements are outlined as they affect the feasibility in many ways.  Routes and ships that meet the requirements are identified.  Finally it is concluded whether or not waterborne public transport is feasible and some recommendations are given.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479732</guid>
    </item>
    <item>
      <title>POSSIBILITIES TO REDUCE ATMOSPHERIC POLLUTION FROM TRANSPORT IN EUROPE BY BETTER USE OF SHORTSEA AND INLAND SHIPPING</title>
      <link>https://trid.trb.org/View/479770</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479770</guid>
    </item>
    <item>
      <title>ECONOMIC AND LEGAL PROBLEMS OF INTERNATIONAL TRANSPORTATION OF CARGOES FROM THE CASPIAN SEA</title>
      <link>https://trid.trb.org/View/480237</link>
      <description><![CDATA[The economic and legal aspects of the possibility of organizing river and sea transportation by river/sea ships in the Caspian Sea and along the Volga's river waterway are considered.  The international significance of the Caspian Sea and system of sea ports development is discussed.  It is shown that the most important part of the program concerning the use of Russian inland waterways is allowing the legal transportation of foreign cargoes. Recommendations for allowing the legal use of inland waterways by foreign ships are given.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480237</guid>
    </item>
    <item>
      <title>ANNUAL BULLETIN OF TRANSPORT STATISTICS FOR EUROPE 1994</title>
      <link>https://trid.trb.org/View/481470</link>
      <description><![CDATA[This publication provides statistics on transport and related trends in most European countries, Canada, and the United States.  The report is organized as follows:  general statistics (population, area of country, gross domestic product, relative importance of principal modes of inland passenger transport, relative importance of principal modes of inland freight transport, international goods transport, and energy consumption by transport); rail transport statistics; road transport statistics; inland waterway transport statistics; international rivers transport statistics; sea ports transport statistics; combined transport statistics; oil pipeline transport statistics; and international goods transport by various modes of transport and commodity group.  Appendices contain definitions; sources of information and coverage of statistics; and list of publications from which monthly and/or quarterly transport statistics can be obtained.]]></description>
      <pubDate>Mon, 10 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481470</guid>
    </item>
    <item>
      <title>TRANSPORTATION POLICY ANALYSIS WITH A GEOGRAPHIC INFORMATION SYSTEM: THE VIRTUAL NETWORK OF FREIGHT TRANSPORTATION IN EUROPE</title>
      <link>https://trid.trb.org/View/481575</link>
      <description><![CDATA[This paper presents a multi-modal freight transportation model based on a digitized geographic network. A systematic analysis and decomposition of all the transport operations, i.e., moving, loading and unloading, transshipping and transiting, leads to the development of a virtual network where each virtual link corresponds to a specific operation, and all transportation modes and means are inter-linked. Software, called NODUS, automatically generates the virtual network so that the model can be conveniently applied to large networks. The model is applied to the trans-European freight network of roads, railways and inland waterways for the transportation of wood. A detailed point-to-point origin-destination matrix, calibrated on Eurostat statistics, is generated by a Monte-Carlo technique.]]></description>
      <pubDate>Thu, 06 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481575</guid>
    </item>
    <item>
      <title>PROCEEDINGS OF FEDERAL WATERWAYS MANAGEMENT RESEARCH AND DEVELOPMENT COORDINATION CONFERENCE HELD AT NEW LONDON, CONNECTICUT ON 7-9 JUNE 1994</title>
      <link>https://trid.trb.org/View/466697</link>
      <description><![CDATA[This document contains the proceedings of the  second Federal Waterways RD Coordination Conference held at the U.S. Coast Guard Academy in New London, CT, June 7-9, 1994.  The conference was attended by representatives from 19 Federal Agencies involved in the management of U.S. waterways.  The purpose of the conference was to identify the research goals and objectives of each agency relating to waterways management and marine navigation and to capitalize on collaborative opportunities where they exist.]]></description>
      <pubDate>Wed, 05 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466697</guid>
    </item>
    <item>
      <title>EXECUTIVE SUMMARY: U.S. FREIGHT TRANSPORTATION FORECAST...TO 2004.</title>
      <link>https://trid.trb.org/View/461427</link>
      <description><![CDATA[Freight transportation will grow at a steady clip into the next decade, but the market continues to change and grow in new directions.  This report provides an analysis of the nation's present and future freight transportation industry to the year 2004.  By assembling data on the volume, transport revenue, and modal distribution of commodities moving within the United States, a comprehensive economic picture of the domestic freight market has been developed.  The market analysis, combined with projections of economic trade trends, provides the basis for forecasts for the U.S. transportation market from 1994 to 2004.]]></description>
      <pubDate>Wed, 09 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461427</guid>
    </item>
    <item>
      <title>THE BOTTOM LINE. TRANSPORTATION INVESTMENT NEEDS 1998-2002.</title>
      <link>https://trid.trb.org/View/465083</link>
      <description><![CDATA[This report is intended to serve as a "bottom line" assessment of investment needed to meet the competitive demands of the next century.  It estimates investment needs for all modes of transport in the public sector and represents the best available federal, state, and local analyses.  No estimates of private sector requirements are included.  The central elements in public investment are the rights-of-way over which both private and public fleets operate.  This includes highways of all kinds (excluding only private roadways), transit rights-of-way, waterway facilities and airways.  Excluded are all rail rights-of-way of America's private railroads and the pipeline system and associated facilities of the private pipeline industry. This report relies on the data presented in the 1995 report to Congress by the U.S. Department of Transportation title "The Status of the Nation's Surface Transportation System: Condition and Performance".]]></description>
      <pubDate>Mon, 07 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465083</guid>
    </item>
  </channel>
</rss>