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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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    <item>
      <title>COMPRESSED NATURAL GAS IN THE TRANSPORTATION SECTOR</title>
      <link>https://trid.trb.org/View/387000</link>
      <description><![CDATA[Utilization of compressed natural gas in modified or specially designed engines for automobile vehicles is studied: legislation and political constraints, pollution and energy conservation considerations; the compressed natural gas combustion characteristics are detailed and the various types of combustion modes and controls are discussed.  Research on CNG specially designed engines are presented and perspectives are analyzed.]]></description>
      <pubDate>Thu, 08 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/387000</guid>
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      <title>CLEAN AIR AND TRANSPORTATION: THE FACTS MAY SURPRISE YOU</title>
      <link>https://trid.trb.org/View/539810</link>
      <description><![CDATA[The transportation sector, and especially the automobile industry, has done its part in the quest for better air quality. Carbon monoxide (CO) levels were down 37% from 1987 to 1996. During the same period, the average number of monitored exceedances of the CO standard fell a staggering 92% nationally. Ozone levels are down as well, and gross emissions levels have dropped for pollutants from mobile sources.  As advances in transportation technology have held emissions in check, other strategies associated with transportation have found little success despite very high costs.  States have accrued enormous air quality benefits from lowered vehicle-emission standards and more modest, but nevertheless important gains from developments such as reformulated gasoline and inspection and maintenance programs.  The common denominator among these successes has been technology.  Low-emission, zero-emission, and electric vehicles are also expected to have an effect on future regional emissions and the push toward attainment.]]></description>
      <pubDate>Fri, 09 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539810</guid>
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      <title>NATIONAL TRANSPORTATION ORGANIZATIONS. THEIR ROLES IN THE POLICY DEVELOPMENT AND IMPLEMENTATION PROCESS</title>
      <link>https://trid.trb.org/View/484291</link>
      <description><![CDATA[Transportation activities contribute considerably to the total economic activity of the United States.  The transportation sector encompasses a variety of activities and impacts the livelihood of a significant portion of the nation's population. Transportation is also a key sector of the economy.  Each year Americans spend more than $1 trillion on freight and passenger transportation which represents about one-sixth of the gross national product.  Yet in spite of the enormous scale, transportation is rarely treated as a whole.  Each locality, state, regional and federal level of government has separate transportation organizations which plan, build, operate, maintain and interact with all other interlocking parts comprising the transportation sector.  This guide is provided as a resource and ready reference to organizations, both public and private, which are an integral part of the transportation network.  Included are some 200 organizations that are engaged in transportation policy development or implementation.]]></description>
      <pubDate>Tue, 16 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/484291</guid>
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      <title>A SENSE OF OPTIMISM PREVAILS</title>
      <link>https://trid.trb.org/View/486015</link>
      <description><![CDATA[The cyclical nature of the U.S. construction industry has made people stoic, but the duration of the current upsurge in the U.S. market has design firms more than simply "cautiously" optimistic. They are anticipating continued prosperity and seeking solutions to new problems posed by long-term growth.  On the transportation side, recent congressional action on the new Intermodal Surface Transportation Efficiency Act (ISTEA) funding bill will probably produce "some dislocations" in work for the short-term, followed by a strong transportation market 6 months after ISTEA is enacted.  The strong market has brought a new set of problems: a growing shortage of skilled professionals is emerging, and firms are stealing good people from one another.  Some firms try to use "golden handcuffs" to retain quality people, while others concentrate on improving employee communication and demonstrating that their firm is the best place to work.  A growing phenomenon that is causing both opportunity and consternation among design firms is privatization, but many firms see privatization as an opportunity.  Figures list the top 20 design firms in eight sectors: general building, industrial process/petro, power, transportation, water, sewerage, manufacturing, and hazardous waste.]]></description>
      <pubDate>Sat, 23 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486015</guid>
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      <title>THE MOVING BUSINESS: CAREERS IN TRANSPORTATION</title>
      <link>https://trid.trb.org/View/477705</link>
      <description><![CDATA[Jobs in the transportation sector of the construction and engineering industry are growing exponentially.  Though only stopgap funds have been approved while a new Intermodal Surface Transportation Efficiency Act is debated in Congress, most industry observers believe that the job market, particularly in this time of low unemployment, will remain strong.  With the current range of transportation projects, and needs ranging from pure technicians to business-savvy project and program managers, the transportation field is probably more wide-open than ever. It is relatively easy to find people to fill entry-level positions, but finding people with 10-20 years experience is extremely difficult.]]></description>
      <pubDate>Wed, 29 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477705</guid>
    </item>
    <item>
      <title>STRUCTURAL APPLICATION OF POLYMER COMPOSITES IN TRANSPORTATION FACILITIES</title>
      <link>https://trid.trb.org/View/472150</link>
      <description><![CDATA[The overall goal of this research project is to develop polymer composites technology for structural applications in transportation facilities.  Research towards the stated goal is focused on the development of commercially viable polymer composite structures in transportation applications.  This includes analytical and structural design studies to develop, evaluate and refine the design of composite structures.  The work is expected to include the fabrication and load testing of the system and its components to characterize structural behavior under service and ultimate load conditions.  In order to accomplish the study objectives, the research has been broken down into the following tasks: 1) selection of applications; 2)analytical design studies; 3) fabrication of structural sub- assemblies and components; 4) structural testing of elements, connections and sub-assemblies; 5) analysis of test data and revision of structural design; and 6) preparation of final report.]]></description>
      <pubDate>Wed, 21 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472150</guid>
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      <title>COLLABORATIVE DECISION MAKING: USING MULTIATTRIBUTE UTILITY ANALYSIS TO INVOLVE STAKEHOLDERS IN RESOLUTION OF CONTROVERSIAL TRANSPORTATION ISSUES</title>
      <link>https://trid.trb.org/View/475165</link>
      <description><![CDATA[Instead of comparing a broad range of alternatives against common criteria, traditional transportation alternatives analysis methods tend to pit supporters of one alternative against those of another.  As a result, public involvement processes intended to help resolve controversial issues often polarize the public and force decision makers to side with one position or another.  However, a simple form of multiattribute utility analysis (MUA) has proved very effective in involving stakeholders in a collaborative process.  This type of analysis is relatively inexpensive to execute, fosters problem solving, and has a high probability of leading to a defensible, implementable decision.  This modified MUA approach has been applied to two California freeway-access projects.]]></description>
      <pubDate>Wed, 07 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475165</guid>
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    <item>
      <title>THE EXTRA MILE. RETHINKING ENERGY POLICY FOR AUTOMOTIVE TRANSPORTATION</title>
      <link>https://trid.trb.org/View/466040</link>
      <description><![CDATA[Each year the United States consumes a quarter of the world's crude oil output, mostly to propel some 200 million cars and trucks and to sustain the extensive infrastructure they require. For the past 20 years, the primary goal of American energy policy has been to reduce the nation's reliance on oil, but, according to the authors, policymakers have been going about it inefficiently in the transportation sector.  They say the United States, rather than continuing to administer mileage mandates on motor vehicles, should raise the price of motor fuel to moderate consumption.  This view has consistently met with broad-based congressional and public opposition.  Although fuel taxes are a common and effective method of conserving energy in other industrialized nations, U.S. policy has traditionally relied on regulation rather than on taxation to promote energy efficiency in automotive transportation.  This book examines both the political causes and the economic effects of this idiosyncratic policy preference.  The authors find that an additional excise of 25 cents a gallon over the past nine years would have conserved at least as much oil as the existing policy of imposing gas mileage requirements for new passenger vehicles. And such a tax, they contend, would not be as detrimental to the economy as opponents fear, nor as regressive as they claim.  The authors examine the development of motor-fuel excises in Great Britain, France, Germany, Japan, and Canada, explaining the historical and political factors that have led to different national policy orientations.  Turning their attention back to the United States, the authors show how regulatory measures have fallen short of their goal and why political barriers to bolder taxation of gasoline remain formidable.  They conclude by offering suggestions for new directions in U.S. policy at the federal, state, and local levels.]]></description>
      <pubDate>Wed, 10 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466040</guid>
    </item>
    <item>
      <title>INTERNET WATCH</title>
      <link>https://trid.trb.org/View/481793</link>
      <description><![CDATA[This article introduces a new feature in "Public Roads" called Internet Watch, which will track new and interesting developments in transportation resources on the Internet.  This debut piece highlights some important transportation-related World Wide Web sites established by federal agencies, state agencies, public service agencies, educational and research institutes, commercial sites, special interest sites, and Federal Highway Administration sites.]]></description>
      <pubDate>Mon, 17 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481793</guid>
    </item>
    <item>
      <title>CUSTOMER SERVICE STANDARDS. BROCHURE</title>
      <link>https://trid.trb.org/View/481059</link>
      <description><![CDATA[This brochure reflects FTA's continuing commitment to its customers.  It describes the types of professional services, guidance and technical assistance available to the transportation community and the public and private sectors. Contact information about the FTA regional office responsible for servicing your ares is included.  For additional information about FTA programs and services, visit the FTA Home Page on the World Wide Web of the Internet at: http://www.fta.dot.gov.]]></description>
      <pubDate>Wed, 12 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481059</guid>
    </item>
    <item>
      <title>TRANSPORTATION PROJECT OPPORTUNITIES IN AFRICA. PROJECT RESOURCE GUIDE. USTDA CONFERENCE. HELD IN CLEVELAND, OHIO ON SEPTEMBER 9-11, 1996</title>
      <link>https://trid.trb.org/View/481507</link>
      <description><![CDATA[This report, prepared by Transportation and Economic Research Associates (TERA), was funded by the U.S. Trade and Development Agency (TDA).  It was prepared as a Project Resource Guide for a TDA funded conference on Transportation Projects in Africa which took place September 9-11, 1996 in Cleveland, Ohio.  The report contains Country Profiles and overviews of the transportation sector for 22 African countries, including Angola, Benin, Botswana, Cameroon, Chad, Egypt, Eritrea, Ethiopia, Gabon, Ghana, Kenya, Lesotho, Malawi, Mauritius, Morocco, Mozambique, South Africa, Tanzania, Tunisia, Uganda, Zambia, and Zimbabwe. Descriptions and summaries of specific projects in the aviation, port, rail, and road sectors are also provided.]]></description>
      <pubDate>Tue, 04 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481507</guid>
    </item>
    <item>
      <title>LINKING OR ISOLATING ECONOMIES? A LOOK AT TRUCKING ALONG THE TEXAS-MEXICO BORDER</title>
      <link>https://trid.trb.org/View/466244</link>
      <description><![CDATA[The North American Free Trade Agreement (NAFTA) has generated considerable discussion; however, limited time has been spent on the transportation sector's response to the additional projected trade among and within the three nations.  This report focuses on some of the NAFTA transportation issues pertaining to Mexico and the United States (U.S.), particularly trucking issues at the Texas-Mexico border.  Chapter 1 is a brief introduction and outline of the report.  Chapter 2 discusses the integration of the U.S. and Mexican economies.  Chapter 3 discusses the role of President Carlos Salinas de Gortari in the "Mexican Transportation Revolution."  Chapter 4 is a review of the economic impacts of NAFTA as it has been implemented.  Chapter 5 examines the demand for trucking infrastructure along the U.S.-Mexico border.  Chapter 6 addresses other trucking issues related to U.S.-Mexico trade including those concerning domestic service in Mexico.  Policy implications and additional evidence to support the discussions in this volume are provided in Chapter 7.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466244</guid>
    </item>
    <item>
      <title>INFRASTRUCTURE OPPORTUNITIES IN SOUTHEAST ASIA. HELD IN SAN FRANCISCO, CALIFORNIA ON JUNE 18-20, 1996</title>
      <link>https://trid.trb.org/View/466172</link>
      <description><![CDATA[This briefing book was prepared for the U.S. Trade and Development Agency (TDA) by Louis Berger Internationaal to be presented at TDA's conference in San Francisco, CA, June 18-20, 1996.  The document presents profiles on a total of 61 infrastructure projects in the transportation and energy sectors in Southeast Asia.  The potential for exports of goods and services deriving from these projects is estimated to be at least $34.6 billion.  Included in Section I is a regional overview and Section II presents country reports for Burma, Indonesia, Malaysia, Philippines, Singapore, Thailand, and Vietnam.  Section III addresses project financing issues while Section IV presents case studies of major TDA feasibility studies in the Southeast Asia region.  Section V contains profiles of 22 transportation sector projects and, finally, Section VI contains profiles of 39 energy sector projects.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/466172</guid>
    </item>
    <item>
      <title>RAILWAYS OF CENTRAL AND EASTERN EUROPE: FACING NEW CHALLENGES</title>
      <link>https://trid.trb.org/View/468100</link>
      <description><![CDATA[The revolutions that shook Central and Eastern Europe in 1989 have had a profound effect on the economic and social structures of the region.  The inflexible, centrally planned economic policies of the old regimes were pushed aside by democratic governments committed to free market reforms and industrial restructuring.  Trading relationships between Central and Eastern Europe and West have begun to reassert themselves.   This article addresses: (1) Economic transformation and its impact on the characteristics of the transport sector, (2) New challenges for the railways, and (3) Responses of railways to the challenges in the different countries of Central and Eastern Europe.]]></description>
      <pubDate>Thu, 07 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468100</guid>
    </item>
    <item>
      <title>STRATEGIES FOR REDUCING ENERGY CONSUMPTION AND EMISSIONS IN TEXAS TRANSPORTATION SECTOR</title>
      <link>https://trid.trb.org/View/464079</link>
      <description><![CDATA[Texas is the nation's highest energy consumer, and it is the highest emitter of carbon dioxide.  Texans consume 23% more energy per capita on transportation than the nation as a whole. The state's contribution to global climate stabilization and local environmental quality requires reexamination of its transportation system.  In this study, four scenarios were constructed reflecting different energy strategies that Texas could pursue to address these issues.  These alternative scenarios were measured against a reference scenario that reflects current trends in transport policy.  The first alternative, a "roll-back" scenario, examined the consequences of revoking the current alternative fuels programs.  Moderate, aggressive and visionary scenarios were also developed consisting of increasingly aggressive policies to reduce energy consumption and emissions.  Included in the analysis are various transportation control measures, employee trip-reduction programs, broader use of telecommunications technologies, accelerated vehicle scrappage, "feebates", mode shifts from automobile to various public transit alternatives and from truck to rail freight, and fuel taxes.  The effects of these measures are discussed to identify the ones that have the greatest impact.  Only if very aggressive policies are adopted--such as those modeled in the visionary scenario--will transport energy use and greenhouse gas emissions in Texas stabilize, let alone decline.  The major stumbling block to implementing such an aggressive suite of transportation policies is the long time frame required for the impacts to come to fruition; the conclusion is political difficulties in taking a long-term perspective will need to be overcome.]]></description>
      <pubDate>Wed, 25 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464079</guid>
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