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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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      <title>Reducing undeclared and misdeclared dangerous goods to improve maritime transport safety</title>
      <link>https://trid.trb.org/View/1948910</link>
      <description><![CDATA[Transport of dangerous goods creates substantial utility to society, but carries a risk to the environment, health and safety. Some of the accidents and incidents occurring during dangerous goods transport can be attributed to poor practices, such as misdeclaration or failure to declare the goods. This pre-study aims to investigate the problem of undeclared and misdeclared dangerous goods transport on container, RoRo and RoPax vessels and to investigate the circumstances and causes that lead to incorrect declaration. For this purpose, this research carried out a literature review and conducted several interviews with main stakeholders in Sweden such as port authorities, port terminals, shipping companies, insurance companies and public institutions.]]></description>
      <pubDate>Fri, 06 May 2022 17:08:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948910</guid>
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      <title>DCTA Transit Car Testing: Static Truck Characterization</title>
      <link>https://trid.trb.org/View/1493786</link>
      <description><![CDATA[This report discusses the Static Truck Characterization of the Dade County Transportation Administration (DCTA) Transit Car. This special engineering test was conducted in conjunction with General Vehicle Testing of the DCTA car at the Transportation Test Center near Pueblo, Colorado, from October 1982 to March 1983. Static Truck Characterization, described here, is an adjunct test series done to verify the manufacturer's specifications and to evaluate vehicle performance in stability, curving, and ride. The characterization data are used to develop mathematical models and provide a basis for study and comparison of performance parameters throughout the service life of the truck.]]></description>
      <pubDate>Tue, 23 Jan 2018 15:19:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1493786</guid>
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      <title>Lessons from SMD Experience with Approaches to the Evaluation of Fare Changes</title>
      <link>https://trid.trb.org/View/1469354</link>
      <description><![CDATA[Over the past several years Urban Mass Transportation Administration's (UMTA's) Service and Methods Demonstration Program (SMD) has undertaken a large number of studies of the effects of fare changes, both increases and decreases. In general, approaches to evaluating the effects of fare changes can be assigned to one of three categories: time series analysis, comparisons of independent cross sections, and panel studies. This document discusses each of these approaches and SMD's experience using these evaluation methods.]]></description>
      <pubDate>Tue, 20 Jun 2017 13:44:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1469354</guid>
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      <title>Urban Mass Transportation Industry Uniform System of Accounts and Records and Reporting System
Data for the 1990 Section 15 Annual Report</title>
      <link>https://trid.trb.org/View/1397913</link>
      <description><![CDATA[The Urban Mass Transportation Administration (UMTA) Section 15 program helps meet information needs in planning for public transportation services and making investment decisions at the Local, State and Federal levels. The goal is to provide an accurate and validated transit information database in a timely manner. Since the information collected in this program will effect public policy for many years, your cooperation to provide accurate data is essential. The enclosed reporting forms were designed to help you report as easily as possible while establishing uniformity. The forms record information in several areas. The initial series of forms, the 000 series, establish a basic agency profile. The 100 series summarize financial information and detail the origin and amount of an agency's capital assistance public funding. The 200 series capture information on operating revenues as well as operating assistance from public sector sources. The 300 series of forms are expense reports. The 400 series collect various non-financial operating data such as service levels, maintenance, safety, and vehicle inventories.]]></description>
      <pubDate>Tue, 05 Apr 2016 16:35:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1397913</guid>
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    <item>
      <title>UMTA Working Group</title>
      <link>https://trid.trb.org/View/1397910</link>
      <description><![CDATA[Mass transportation in the United States is at a critical juncture--reexamining the assumptions and operations of the past and assessing the impact of a new Federal role. The Urban Mass Transportation Administration (UMTA) is in a parallel situation. After a decade of program expansion and rapidly increasing budgets, the UMTA mission, management processes and organization face their severest challenge--to rethink, redirect and perhaps reorganize for a new Federal policy which deemphasizes capital and formula grants and emphasizes innovation and management improvements in the transit industry. This Report is based on the most comprehensive review of UMTA to date. During this ten-week review, one in ten UMTA employees were involved. The Working Group has sought the answers to three categories of questions: Establishing Direction; Implementing Systems; and Developing Relationships. In any effort which attempts to identify problems, there can be a tendency to do just that--find only problems. During the course of its review the Working Group has identified significant UMTA accomplishments and believes that UMTA employees at every level have demonstrated dedication and ability. These past successes and the corps of talented staff can serve as the foundation for the program, processes and organizational reforms which are needed to make UMTA effective in the next decade. The Working Group's analysis and recommendations are centered around six major areas: mission; organizational environment and human resources management; executive direction and the front office; policy and budget processes; program management and delivery; and administrative support.]]></description>
      <pubDate>Tue, 05 Apr 2016 16:33:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1397910</guid>
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    <item>
      <title>Comparative Analysis of the San Diego Trolley and the Portland Banfield Light Rail Projects to Determine the National Policy Impacts and Implications of UMTA Financial and Technical Assistance</title>
      <link>https://trid.trb.org/View/1395690</link>
      <description><![CDATA[The purpose of this study was to assess the impact of the Urban Mass Transportation Administration's (UMTA's) financial assistance and related guidelines and regulations on the process, timing and scope of the development or expansion of urban rail and light rail systems. The methodology applied used San Diego and Portland as case studies to evaluate national policy implications of federal assistance and recommend changes if and where considered appropriate. The study reviewed and analyzed the contrasting approaches used in San Diego and Portland, the former which proceeded without UMTA assistance and the latter which proceeded with it. The analysis covered the similarities and differences in the conceptualization, planning, financing, engineering and construction processes and their relationship to the decision-making procedures. The study drew upon the reports prepared by the San Diego Association of Governments, Portland Tri-Met, Sheldon Edner of Portland State University, and System Design Concept, Inc., all under contracts with UMTA. The analysis prepared by this study was based, in part, on the work done under those contracts plus intensive interviews in San Diego and Portland with key officials involved in the process, as well as interviews and discussions with appropriate UMTA officials, both at the regional offices and in Washington, D.C. The study also reviewed and analyzed relevant transportation and urban development plans, policies and reports pertinent to San Diego and Portland, along with federal legislation, regulations, directives and Congressional guidance to determine their consistency and relevancy. The focus of this report is on the implications and effectiveness of federal financial and technical assistance carried on by UMTA in its effort to assist local governments to achieve their urban transportation goals. In general, the study concludes that: 1. Federal financial and technical assistance for transit development brings with it advantages and disadvantages. 2. Federal financial assistance administered by UMTA requires a rigorous analysis of local plans and proposals, which adds time to the project schedule and causes some unnecessary cost increases. However, when considering the magnitude and importance of a rail project, the additional time is not a major consideration, especially if there exists a strong local consensus and financial commitment in support of the transit project. 3. UMTA's role could be made more effective if its rules, regulations, guidelines and procedures were consolidated and codified into a "users handbook" to clarify the technical process and relate them to decision milestones. 4. UMTA, DOT and Congress should formally recognize the dual decision-making process regarding rail transit projects which includes (1) qualifying for federal assistance through a technical review process, and (2) ranking for funding through a political review process.]]></description>
      <pubDate>Sun, 24 Jan 2016 17:28:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1395690</guid>
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    <item>
      <title>Busting the Trust</title>
      <link>https://trid.trb.org/View/1260460</link>
      <description><![CDATA[The Federal-Aid Highway Act of 1973 has reached its fortieth anniversary. The legislation, signed by President Richard Nixon on August 13, 1973, authorized three years of funds for highway and safety categories and increased funding for the Urban Mass Transportation Administration (UMTA). In honor of this anniversary, this article looks back at the social, economic, and environmental factors that made it possible. An earlier act, the Federal-Aid Highway Act of 1956, had caused a great deal of controversy due to residents and businesses losing their homes, neighborhoods and stores to the development of the interstates. There were protests throughout the 1960s. Many transit supporters fought to divert funding to transit projects. In the 1960s, only minor aid was provided for transit. The first major Federal investment in mass transit was the Urban Mass Transportation Assistance Act of 1970. In the early 1970s, the country faced an energy crisis, with gas shortages, long lines at service stations, and a national dialogue on how to cut the country’s oil consumption. One of the methods was through increased public transit, which the Federal-Aid Highway Act of 1973 made happen.]]></description>
      <pubDate>Fri, 06 Sep 2013 07:47:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1260460</guid>
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    <item>
      <title>Real Time Video for Transportation Using Cellular Data Services</title>
      <link>https://trid.trb.org/View/905529</link>
      <description><![CDATA[As part of contract work for RITA’s ITS JPO Noblis recently completed testing a prototype wireless real-time video system for on-vehicle public transit applications, and to obtain hands on experience with the operational performance of this new generation of wireless data service. This was accomplished through an operational test performed in cooperation with the Maryland Transportation Administration (MTA) in Baltimore using their Mobility Bus transit vehicle providing a para-transit service to the local community. Mobility service is provided by ride reservation. A problem specific to Mobility bus service is that riders do not show up. Mobility bus riders must call the MTA and arrange for pick-up. They are notified of the pick up time and the bus driver receives a daily route manifest. There are occasions where passengers have claimed they were at the bus pickup location at the appropriate time and the bus never came. Since these buses are used for critical care trips such as traveling to a hospital for kidney dialysis, there may be liability issues when this occurs. Video data with location and time stamp was collected, recorded and transmitted to the bus operations center from on-board cameras while the bus was inservice over a period of several weeks. The resultant real-time video from the bus was either very stable or with minor defects during the test. The test system was assembled using existing commercially available equipment and existing Commercial Mobile Radio Systems (CRMS) cellular data services offered by vendors in the Baltimore area.]]></description>
      <pubDate>Tue, 22 Dec 2009 09:00:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/905529</guid>
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    <item>
      <title>Bridge (East) Street rail underbridge replacement for the Albury Wodonga Hume Freeway Project</title>
      <link>https://trid.trb.org/View/904728</link>
      <description><![CDATA[The Bridge Street Rail underbridge on the Great Southern Rail line in South Albury had to be replaced as part of the upgrade of local roads to link in with the Albury Wodonga Hume Freeway Project.  The railway and road had to remain fully operational throughout the construction with only two short track possessions available to install the major bridge components.  This possession regime led to a number of innovative construction solutions to install the bridge. (a) For the covering entry of this conference, please see IRRD abstract no. E218160.]]></description>
      <pubDate>Mon, 16 Nov 2009 12:18:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/904728</guid>
    </item>
    <item>
      <title>Variation in European liberalization of rail freight markets.</title>
      <link>https://trid.trb.org/View/855447</link>
      <description><![CDATA[New Knowledge produced by the EC-sponsored REORIENT research study shows that Norway and Sweden score high on implementation of the First Infrastructure Package and Interoperability Directive. However, despite the seemingly efficient administrative and regulatory apparatus, both countries experience lack of competition from the new rail freight entrants. In contrast, the regulatory and administrative institutions in Poland, Czech Republic and Romania score relatively low on implementation of the EC new rail policy. Yet, the market share acquired by the Polish private freight operators reached in October 2006 16.8 p.c., a level which is by far the highest in the EU. Similarly, private rail entrants into Czech and Romanin domestic freight markets move sizable amount of goods gaining thereby a strong foothold in the otherwise falling domestic rail segment. For the covering abstract see ITRD E137145.]]></description>
      <pubDate>Fri, 25 Apr 2008 08:57:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/855447</guid>
    </item>
    <item>
      <title>What rail privatisation in Britain has meant: public specification and private delivery</title>
      <link>https://trid.trb.org/View/846386</link>
      <description><![CDATA[The privatisation of British Rail, achieved during the 1990s, was notable in that it was one of the first examples in Europe of loosening the ties between a nationalised integrated railway and the government. A themed approach is used to examine the effects of privatisation, from the mid-1990s to the present day. In all parts of this analysis, it will focus on the relationship between government (or public bodies), and the private sector. There is an assessment of the changing nature of cost allocation in the industry, especially concentrating on the way in which operating and enhancement costs have increased. The development of the West Coast Route Modernisation programme is used as an example of increases in the cost of enhancements, and for operating costs, how the first franchises (let from 1996) differ from those awarded more recently. The second area for examination will be the changing use of network and train capacity during the first decade of the privatised railway. It will assess how the rail industry has responded to changes in demand over the period, principally in the passenger sector, although comparisons with freight operations will be drawn as well. The relationship between supply and demand - and changed trends in the period driven by commercial pressures - will form a part of this analysis. Thirdly, the effect of privatisation on performance is considered - examining whether trends in performance are directly or indirectly related to the structure of the industry. The process involved in implementing the SRA's Brighton Main Line Route Utilisation Strategy is used as a case study. The challenges that the SRA and its successor bodies face in reconciling stakeholders' aspirations and the stringent targets set by central government are outlined. An assessment of the Strategic Rail Authority's newly-established franchise specification process, which sets tight parameters against which bidders have to submit their proposals is provided. It is this process which forms a key part of the term 'publicly specified, privately delivered', frequently applied to the current status of Britain's railways. Some conclusions are drawn with regard in particular to whether the process works in the best interests of the passenger and the tax payer (which in many cases is the same thing), and the efficiencies that the private sector is able to bring to the operation of the final train service and specification. For the covering abstract please see ITRD E135207.]]></description>
      <pubDate>Tue, 29 Jan 2008 08:57:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/846386</guid>
    </item>
    <item>
      <title>A bridge management system for Sydney’s railways: how a practical and useful tool has been developed to manage RailCorp’s bridges</title>
      <link>https://trid.trb.org/View/814315</link>
      <description><![CDATA[This paper outlines the development of a Bridge Management System to assist in the asset management of RailCorp’s 1200 bridges and other major structures within the Sydney Metropolitan rail network.  It provides historical background to explain why a bridge management system was needed, how it has been developed and how it is now being used to improve asset management practices across RailCorp.  The paper describes the key elements of the system and some of the unique features of this inhouse developed system that distinguish it from many of the commercially available systems in use around the world.  In particular, the RailCorp Bridge Management System has  been developed out of existing asset management systems used in the track, signals and electrical systems areas of RailCorp’s business, which has brought a new approach to the management of structural assets. (a) For the  covering entry of this conference, please see ITRD abstract no. E214936.]]></description>
      <pubDate>Mon, 06 Aug 2007 14:12:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/814315</guid>
    </item>
    <item>
      <title>The national rail network regeneration plan</title>
      <link>https://trid.trb.org/View/810626</link>
      <description><![CDATA[This article outlines the planned regeneration for the French railway network between 2007 and 2010. An audit report in 2005 criticised the state of the network and its management, and the planned action aims to enhance the quality of the services, raise technical excellence, and optimise use of infrastructure, with a high level of security. This is to be achieved by boosting financial resources, holding the network size while restoring technical excellence, improving maintenance methods and developing a multi-annual maintenance policy. The action plan involves defining the maintenance programme, phased regrouping of signal boxes, some track closure, modernisation, and parallel reorganisation of movements management. Extra government and rail sector funding has been agreed, with more to be developed. Regions will be able to contribute to the upgrading of more lightly-loaded lines.]]></description>
      <pubDate>Mon, 11 Jun 2007 13:29:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/810626</guid>
    </item>
    <item>
      <title>PKP on track for profitability</title>
      <link>https://trid.trb.org/View/810029</link>
      <description><![CDATA[The latest figures for Polish State Railways (PKP) indicate that the group is on track for profitability after a decade of declining passenger numbers and freight tonnages. Passenger numbers were up 1.5% in the first seven months of 2006 and PKP Cargo recorded an increase in tonne-km of 3% in the first quarter. A change of government has ended attempts to privatise PKP. A report by the Ministry of Infrastructure published in 2004 recommended major infrastructure investment. Regional passenger operating companies are being established by PKP Regional and regional governments. In 2007, PKP Polish Railway Lines (PKP PLK), the infrastructure manager, will cut access charges by 11%. PKP is likely to be a major beneficiary of the new regime. EU legislation will make Poland more open to foreign operators. In order to generate revenue for investment, PKP Cargo may have to expand its operations abroad. Regional passenger operations are PKP's major challenge in the drive for profitability. The Polish government has announced a significant increase in state funding for the network. PKP PLK is examining cutting the size of the network by 2000km to cover the reduction in its revenue.]]></description>
      <pubDate>Tue, 05 Jun 2007 00:14:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/810029</guid>
    </item>
    <item>
      <title>European procurement turns professional</title>
      <link>https://trid.trb.org/View/787250</link>
      <description><![CDATA[Philip van Beek, Head of Purchasing at Netherlands Railways and Chairman of the European Railways Purchasing Conference (ERPC), gives his views on European railways procurement. With the challenges of interoperability and European harmonization, he believes that it is essential to improve procurement practices quickly. He is looking for best practice in procurement policy to save money. ERPC grew out of the former Standing Committee on Purchasing at the International Union of Railways. ERPC is not interested in pricing but in the strategy for sourcing. During van Beek's chairmanship, a permanent office has been established, suppliers have been invited to make presentations at ERPC meetings, and a start has been made on benchmarking members' procurement processes. ERPC selected a benchmarking and audit process developed by Michigan State University that relied on self-assessment. Members scored their own performance for 2004 in 14 areas ranging from in- and out-sourcing to supplier partnerships, supplier integration and human resource management. Members were asked to score their ambitions for 2006. The split between operators and infrastructure managers showed that two different markets emerged.]]></description>
      <pubDate>Mon, 07 Aug 2006 13:37:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/787250</guid>
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