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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>The Advantages of Electrifying the Nation's Railroads</title>
      <link>https://trid.trb.org/View/1291173</link>
      <description><![CDATA[No abstract]]></description>
      <pubDate>Wed, 19 Feb 2014 14:21:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1291173</guid>
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      <title>AN EXAMINATION OF SOME ECONOMIC OBSTACLES TO ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/80742</link>
      <description><![CDATA[Although viewing eventual electrification of heavy-traffic mainlines as inevitable, the author cites environmental, operational and technical obsolescence problems which need to be examined and overcome before U.S. railroads will electrify.  The challenge of further mergers and computer controlled operations must be met, as well as the building of coal slurry pipelines.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80742</guid>
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      <title>IMPLEMENTING AN ELECTRIFICATION PROGRAM: THE NORTHEAST CORRIDOR IMPROVEMENT PROJECT</title>
      <link>https://trid.trb.org/View/80743</link>
      <description><![CDATA[The NECIP involves the first major U.S. electrification in almost two generations.  It involves two entirely separate segments--planning, design and construction of an entirely new system between New Haven and Boston, and conversion and rehabilitation of the existing system between Washington and New Haven.  It was recommended that the entire system be designed and constructed to facilitate 25-kV 60-Hz operation.  Discussed are the technical and economic issues, design and construction costs, and environmental impact.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80743</guid>
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      <title>SUMMARY TO RAILROAD ELECTIFICATION: THE ISSUES</title>
      <link>https://trid.trb.org/View/80744</link>
      <description><![CDATA[Since the end of World War II, U.S. railroads have not considered the price of electrification worth paying. Meanwhile, electrification has proceeded rapidly elsewhere. The main difference is that U.S. railways are privately owned, while others are state owned.  Major benefits of electrification accrue over many years after an initial negative impact on cash flow.  Financing remains a major deterrent despite demonstrated operating advantages.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80744</guid>
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      <title>A RAILROAD VIEW OF ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/80745</link>
      <description><![CDATA[Some general advantages and disadvantages of electrification are discussed, along with specific problems associated with Southern's study of the electrification of its main line between Cincinnati and Atlanta.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80745</guid>
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      <title>AN ECONOMIC VIEW OF RAILROAD ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/80746</link>
      <description><![CDATA[Despite certain operating advantages, railroads regard electrification as a marginal investment.  Economic and energy benefits are not now large enough to merit extensive private investment.  Failure to electrify is not a failure to adopt the best possible technology but is really a reflection of conditions in an industry that is already highly capital intensive.  Major electrification has to await basic changes in the industry's financial condition. Government-sponsored demonstrations may reduce uncertainty; resolution of basic uncertainties surrounding national transportation and energy policies is also required.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80746</guid>
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      <title>A FINANCIAL VIEW OF ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/80747</link>
      <description><![CDATA[The high capital requirements and long pay-back cycles for investments in railway electrification are major deterrents in the U.S.  Some methods for overcoming these problems are discussed.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80747</guid>
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      <title>A GOVERNMENT VIEW OF ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/80748</link>
      <description><![CDATA[Title V of the 4R Act makes provision for government assistance for railroad electrification.  Reasons that no applications have been made for such assistance are discussed.  Direct funding of electrification or government ownership of electrification facilities with leases that allow costs to be operational rather than capital are a possibility ultimately.  Railroad industry support for assistance on electrification would be necessary; it is unlikely that Congress would force such steps on a reluctant industry.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80748</guid>
    </item>
    <item>
      <title>IMPACT OF RESEARCH AND DEVELOPMENT ON RAILROAD ELECTRIFICATION</title>
      <link>https://trid.trb.org/View/72748</link>
      <description><![CDATA[While no technological break-throughs would seem to make obsolete current electrification technology, certain research and development projects which could be implemented in the next decade could result in significant savings in both capital and operating costs.  Among the areas discussed are the utility interface, catenary design, locomotive technology and potential payoff for such investigations.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72748</guid>
    </item>
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      <title>INTERFERENCE OF ELECTRIFICATION WITH SIGNALING AND COMMUNICATION SYSTEMS</title>
      <link>https://trid.trb.org/View/72749</link>
      <description><![CDATA[The problems with electromagnetic and electrostatic induction and other complications of railway electrification are discussed.  Track circuits must be immune to traction currents and methods of accomplishing this are explained. Per-kilometer costs of converting a double track railroad for electrification are given.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72749</guid>
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      <title>CAPITAL AND MAINTENANCE COSTS FOR FIXED RAILROAD ELECTRIFICATION FACILITIES</title>
      <link>https://trid.trb.org/View/72750</link>
      <description><![CDATA[This paper discusses fixed-facility costs, including those for catenary, substations and interconnections to utilities. It also considers the effects on existing signal systems of electrification.  Estimated costs are developed.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72750</guid>
    </item>
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      <title>MAINTENANCE OF DIESEL AND ELECTRIC MOTIVE POWER</title>
      <link>https://trid.trb.org/View/72751</link>
      <description><![CDATA[The costs, results and problems of electric locomotives operating in the United Kingdom are compared with diesel-electric locomotives operating under similar conditions.  Both operating and maintenance costs are discussed.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72751</guid>
    </item>
    <item>
      <title>MAINTENANCE AND CAPITAL COSTS OF LOCOMOTIVES</title>
      <link>https://trid.trb.org/View/72752</link>
      <description><![CDATA[Maintenance costs of electric and diesel-electric locomotives will vary considerably depending on the service. Maintenance costs of electrics will be 30 to 60% of comparable diesel electrics.  Life expectancy is similar at 25 years with both types subject to technology obsolescence. First costs will not be greatly different.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72752</guid>
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      <title>LOCOMOTIVE COSTS: A RAILROAD ELECTRIFICATION ISSUE</title>
      <link>https://trid.trb.org/View/72753</link>
      <description><![CDATA[From worldwide experience it appears that a fleet of electric locomotives will cost about 90% of the equivalent diesel-electric ownership, that the economic life will be twice as long and that electric locomotive maintenance is about one third that of diesel-electrics.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72753</guid>
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      <title>CANADIAN RAILWAY ELECTRIFICATION STUDY: PHASE 1</title>
      <link>https://trid.trb.org/View/72754</link>
      <description><![CDATA[This is a summary of a 764-page report by the Canadian Institute of Guided Ground Transport of a study financed by Canada's Department of Transport.  It is concluded that benefits of electrification would accrue not solely to railways, reducing reliance on imported oil, enhancing employment opportunities and having other effects on Canada's domestic economy.  It is proposed that 9500 miles of lines carrying more than 400 million gross tons annually be electrified over 30 years.  An initial prototype operation would be implemented on an existing mainline.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72754</guid>
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