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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>How costly is an additional mile of commute distance?</title>
      <link>https://trid.trb.org/View/1152264</link>
      <description><![CDATA[The willingness of workers to pay for commute distance (WTP) is an important, but notoriously difficult to estimate, economic parameter.  I approach this problem by observing the daily work decisions of substitute teachers, a class of workers subject to daily exogenous variation in both wages and commute distance.  I estimate a WTP of about $US0.90 per km ($US1.50 per mile) of roundtrip commute distance.  The WTP of women is nearly twice that of men, and a 16 km (10 mile) increase in one-way commute distance (one standard deviation) increases the probability that a job offer is accepted by between .02 and .03, which is a sizable (33 per cent) increase in the mean job offer acceptance rate.  Gasoline prices are found to have no direct effect on the labor supply decision or on the WTP for longer commutes.  The general results imply that commute distance is an important non-pecuniary job characteristic and that the true WTP may be quite large.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152264</guid>
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    <item>
      <title>Marginal cost of railway infrastructure wear and tear for freight and passenger trains in Sweden</title>
      <link>https://trid.trb.org/View/1152261</link>
      <description><![CDATA[We analyse maintenance cost data for Swedish railway infrastructure in relation to traffic volumes and other network characteristics, and separate the cost impact from passenger and freight trains.  Lines with mixed passenger and freight traffic, and dedicated freight lines are analysed separately using both log-linear and Box-Cox regression models.  We find that for mixed lines, the Box-Cox specification is preferred, while a log-linear model is chosen in the case of dedicated freight lines.  The cost elasticity with respect to output is found to be higher for passenger trains than for freight trains.  From a marginal cost pricing perspective, freight trains are currently paying too much, while passenger trains should be charged more.  An adjusted pricing scheme based on these results would still lead to higher revenues than today if total demand is unaffected.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152261</guid>
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      <title>Efficiency and state ownership: a cross-county analysis of railway efficiency and its policy determinants, 1880-1913</title>
      <link>https://trid.trb.org/View/1152260</link>
      <description><![CDATA[Paper contains the message 'preliminary: please do not quote without author's permission'.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152260</guid>
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      <title>Dreams (should) not come true: what can we learn from Asian experience in the construction of high-speed train network?</title>
      <link>https://trid.trb.org/View/1152259</link>
      <description><![CDATA[A serious interest in high speed train has been increasing all over the world.  However,  recent experiences in Asian countries show that high speed rail projects are not financially  viable even in areas seemingly favorable to rail operations.  Considering the existing  intensive highway and airline network, putting public subsidies to high speed rail projects  are barely justifiable from a purely economic point of view.  What is required of any government which contemplates high speed rail construction as a policy option is to show taxpayers the cost/revenues difference between constructing a high speed rail line and expanding a capacity of other means, before crossing the Rubicon.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152259</guid>
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    <item>
      <title>Demand forecasting: lessons from early railways</title>
      <link>https://trid.trb.org/View/1152258</link>
      <description><![CDATA[The British Railway Mania of the 1840s was by many measures the greatest technology mania in history.  Total railway investment came to about a quarter of British GDP during that period.  And at the end, when the Mania collapsed, investors as a whole were big losers.  The reason that the big Railway Mania of the 1840s was as destructive as it turned out to be is that it was preceded by a "little" railway mania of the mid-1830s.  It was little only by comparison, as it involved capital investment of about an eighth of British GDP.  The basic story, as outlined above, is well known to economic historians. What is not known is what lay behind the differing outcomes of those two episodes of investor exuberance.  The engineers underestimated costs both times (although by less in the later, larger, mania).  On the other hand, demand forecasting in the investment mania of the 1830s turned out to be extremely accurate, more accurate than modern projections tend to be, even though it was based on very limited evidence, and on some false assumptions.  As a result, unlike essentially all other big manias, it was in retrospect seen as rational, in that the railways built as a result were successful both technologically and financially.  But the methodology that worked to well in the 1830s failed in the 1840s, for reasons that should have been, but were not, anticipated.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152258</guid>
    </item>
    <item>
      <title>International Transport Economics Conference (ITrEC), June 15-16, 2009, University of Minnesota, Minneapolis, Minnesota: conference papers</title>
      <link>https://trid.trb.org/View/1152257</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 22 Aug 2012 16:36:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152257</guid>
    </item>
    <item>
      <title>Joint carrier-receiver response to cordon pricing, time-distance pricing, and comprehensive carrier-receiver policies</title>
      <link>https://trid.trb.org/View/1152205</link>
      <description><![CDATA[The paper develops a set of analytical formulations to study the joint carrier-receiver behavior in response to cordon time-of-day pricing, time-distance pricing, and comprehensive financial policies targeting carriers and receivers.  This is accomplished by means of analytical conceptualizations of the behavior of receivers in response to financial incentives, and the joint behavior of carrier-receivers determined by how the carrier responds to pricing conditioned by the receivers' response.  The analytical formulations consider both base case condition, and a mixed operation with a mix of both regular hour and off-hour deliveries.  The paper develops formulae for the expected value and the worst case scenarios in terms of performance of the mixed operation, and provides a lower bound of the best performance.  The formulations are then used to analyze the performance of the alternative urban freight demand policies considered.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152205</guid>
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    <item>
      <title>Commuting, the labour market and the tax treatment of company cars in a model of optimal congestion taxes</title>
      <link>https://trid.trb.org/View/1152204</link>
      <description><![CDATA[The aim of this paper is twofold.  First, we theoretically study the optimal tax structure of wages, congested transport, and the tax imputed value of company cars.  It is assumed that company cars will be used for commuting purposes, as is common in Europe.  The government is assumed to maximize social welfare subject to a financing constraint.  We derive several optimal second-best tax rules that depend on the tax instruments assumed to be available.  What is the optimal wage and fringe benefit tax structure if for technical or political reasons congestion taxes are not feasible? Similarly, how do optimal congestion taxes depend on the taxation of company cars and vice versa? Second, we construct a numerical version of the theoretical model, calibrate it to Belgian data and use it to illustrate the importance of the theoretical results.  We show that models that have ignored the favourable tax treatment of company cars have underestimated optimal congestion tolls.  At current congestion taxes, we show that, contrary to current practice, the taxable basis of company cars should be set higher than the net cost for the employer.  It is furthermore shown that the extent to which taxes on company cars should be raised above their first-best level, depends on the demand for public transportation by employees without company cars.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152204</guid>
    </item>
    <item>
      <title>Pay-as-you-speed: an economic field-experiment</title>
      <link>https://trid.trb.org/View/1152203</link>
      <description><![CDATA[We report a vehicle-fleet experiment with an economic incentive given to car drivers for keeping speed limits.  A pay-as-you-speed traffic insurance scheme was simulated with a monthly participation bonus that was reduced by a non-linear speeding penalty.  Actual speed was monitored by a GPS in-vehicle device.  Participating drivers were randomly assigned into two-by two treatment groups, with different participation-bonus and penalty levels, and two control groups (high and low participation bonus, but no penalty).  A third control group consists of drivers with the same technical equipment who did not participate but whose driving could be monitored.  We find that the speeding penalty, even at the low level, substantially reduced the frequency of severe speed violations.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152203</guid>
    </item>
    <item>
      <title>Modelling the economic impacts of transport changes: experience and emerging issues in the UK</title>
      <link>https://trid.trb.org/View/1152202</link>
      <description><![CDATA[This paper describes and illustrates the approach to land-use/transport/economic interaction modeling that the authors and colleagues have implemented as the DELTA software package and have used to forecast and appraise the economic impacts of a range of proposed or possible transport strategies and schemes under consideration in different parts of the United Kingdom.  It first describes the background to the development of the approach.  Secondly it outlines the models developed within this approach, focusing in particular on the two-level representation of space and on the links between transport and the economy.  The workings of the model in practice are then illustrated with some example forecasts from one major study.  We then outline the current approach to appraisal of wider economic impacts, and discuss the appraisal results corresponding with the example results.  The final section discusses some current developments.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152202</guid>
    </item>
    <item>
      <title>The demand for rail freight transport in Europe</title>
      <link>https://trid.trb.org/View/1152201</link>
      <description><![CDATA[This paper provides the estimation of an aggregate freight railway demand function to analyze effects arising from a change of a variety of economic, technological and demographic characteristics.  Thus, the paper presents estimates of demand elasticities with respect to price, income, quality of service and a range of exogenous characteristics.  The results reveal that freight transport exhibit a slight increase of traffic density but significant returns to network length.  In contrast to previous studies, this study reveals that the aggregate own and cross price elasticities of the rail freight demand are quite inelastic. Demographic/environmental characteristic elasticities confirm expectations that rail freight transport is particularly competitive for long run movements between major city agglomerations.  Moreover, the elasticities related to the variation in the supply of alternative transport modes indicate that there are complementarities between sea and inland waterway modes and the rail mode.  With respect to road transport, rail demand response is considered to be as sensitive to price as to supply.  In global terms, it is clear that the railway transport mode gains greater competitiveness from road transport rather than from air and maritime transport modes.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152201</guid>
    </item>
    <item>
      <title>A methodology for creating engineering models to help assess the cost impact of new railway technologies</title>
      <link>https://trid.trb.org/View/1152200</link>
      <description><![CDATA[New technology has an important part to play in improving transport efficiency; however, identifying, developing and applying new technologies to complex and safety critical system transport systems, is fraught with difficulty.  This paper describes the development and testing of a methodology that can be used objectively to assess the desirability of a new technology, prior to detailed development and installation.  The methodology involves using data from technical standards to create an environmental model, which is then used to assess the impact of technology change based on management accounting cost data.  The research shows that the data required to build objective environmental models is available in existing technical standards, and that this can be identified, collected and organised using established systems engineering techniques.  It also demonstrates that Vitech Corporation's CORE virtual system modelling software provides an effective tool for the combination of standards data to create integrated environment models.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152200</guid>
    </item>
    <item>
      <title>The accuracy of ex-ante benefit cost analysis – a post opening evaluation in the case of Norwegian road projects</title>
      <link>https://trid.trb.org/View/1152199</link>
      <description><![CDATA[The Norwegian Public Roads Administration (NPRA) carries out cost benefit analysis (CBA) for its trunk road schemes.  The purpose of this is to provide decision makers with information regarding the economic viability of the projects.  Essentially, CBAs are performed ex ante.  They are a prediction of what will occur if projects are implemented.  A question raised by the government auditors and the decision makers is whether the predicted impacts are actually achieved.  Thus in 2005, the Norwegian Ministry of Transport and Communications authorised the NPRA to continually carry out ex post studies of implemented projects.  The purpose is to determine how far the NPRA is achieving its objectives and benefits from its road programme.  By recalculating CBAs of 11 Norwegian road schemes 5 years after the opening with actual data, we find (1) the net present values (NPV) are greater than forecasted for 8 of the projects studied, (2) an explanation for higher benefits than forecasted is that the rate of traffic growth are higher than forecasted and, (3) further divergences between forecasted and actual results are explained by under/overestimation of investment costs, differences in accident costs as well as changes in project designs over time.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152199</guid>
    </item>
    <item>
      <title>Strategic pre-emption in deregulating and liberalizing markets through alliances and mergers</title>
      <link>https://trid.trb.org/View/1152198</link>
      <description><![CDATA[In this paper we consider an incumbent firm owning or controlling access to network infrastructure.  Initially the market is considered regulated but will be open to competition at some point in the future.  In many cases after a market or industry is deregulated, the incumbent firms may be required to provide access to entrant firms under a preset regulatory access fee.  The purpose is to achieve an improvement in economic efficiency in the market more quickly and to establish the conditions for a change in market structure by inviting entry and investment.  Once deregulation of an industry is announced, the incumbent firm may not be able to offset the requirement to grant access by contracting or merging with an entrant firm due to antitrust policies.  Before deregulation, the incumbent firm can contract with those firms who can be seen as credibly entering the market after deregulation.  The motivation of the incumbent firm is to reduce the possibility of potential entrants in the future which is equivalent to sacrificing some market share today to have more market power tomorrow.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152198</guid>
    </item>
    <item>
      <title>Ecoscore used in the vehicle taxation: towards a more environmental friendly car fleet</title>
      <link>https://trid.trb.org/View/1152197</link>
      <description><![CDATA[To reduce the harmful emissions due to the transport sector, efficient policy measures need to be installed by the relevant authorities.  The promotion of clean vehicles is one of the most promising potential measures policy makers have at their disposal for energy use reduction and for cutting emissions.  This paper investigates whether a new vehicle taxation system, based on the environmental performance of vehicles, would be effective in stimulating the demand of clean vehicle technologies in Belgium.  The environmental performance will be measured by means of the Ecoscore methodology, which enables a comparison of the environmental burden caused by vehicles with different drive trains and using different fuels.  Additionally, an impact assessment of this new fiscal system will be performed, taking into account the introduction period of the tax reform, the technical evolution of the vehicles, the change in purchase behaviour over time and the budgetary receivings.]]></description>
      <pubDate>Wed, 22 Aug 2012 16:35:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1152197</guid>
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