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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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    <item>
      <title>INNOVATIVE IDEAS AND DESIGN SOLUTIONS UTILIZED ON SECTION "A" OF THE BALTIMORE METRO PROJECT</title>
      <link>https://trid.trb.org/View/187630</link>
      <description><![CDATA[Section A of the Baltimore Metro which is scheduled for revenue service in the Spring of 1983 has been designed and constructed in an era of increasing construction costs and inflation. The program is nearing completion with having achieved the goal of holding the base project budget over an 8-year period. The use of innovative design ideas and unique design solutions, the use of good management techniques and the ability to adjust to changing program demands have been major factors in achieving this all important goal on a project of this magnitude and complexity.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187630</guid>
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      <title>DESIGN AND CONSTRUCTION TECHNIQUES TO LOWER CAPITAL COSTS</title>
      <link>https://trid.trb.org/View/187631</link>
      <description><![CDATA[Methods of controlling costs through design in the underground construction of transit systems are covered. Seven types of stations were developed according to method of excavation, and cost estimates were prepared for different depths of cover to show the potential range of costs. A full-height station with mezzanine inside the train room was established as a reference. The costs of the various types of stations were found to vary as much as 100%. New construction techniques which offer cost saving opportunities are also explored as well as the importance of selecting a designer on the basis of credentials instead of fee. of selecting a designer on the basis of credentials instead of fee.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187631</guid>
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      <title>CONSTRUCTION OF THE SAN DIEGO LIGHT RAIL SYSTEM IN AN ERA OF FISCAL CONSTRAINT</title>
      <link>https://trid.trb.org/View/187632</link>
      <description><![CDATA[In early 1979, the San Diego Metropolitan Transit Board decided to proceed with the construction of a new moderate speed, moderate capacity, Light Rail Transit (LRT) system without Federal Aid, using only limited amounts of state and local funding for both construction and operation. Given a tight budget it was necessary to develop an operational system using low cost design and construction methods whenever possible. Emphasis was placed on getting long lead items started at the earliest possible date. Low cost design and construction approaches were then selected by weighing the advantages and disadvantages of each alternative against the budget. The goal was to select design and construction methods that offered practical, common-sense, simple alternatives that would satisfy the ultimate goal of providing an efficient effective light rail system for the San Diego Region.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187632</guid>
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    <item>
      <title>ENERGY CONSIDERATIONS FOR TRANSIT MAINTENANCE FACILITIES</title>
      <link>https://trid.trb.org/View/187633</link>
      <description><![CDATA[This paper addresses energy conservation techniques as they apply to new and existing transit maintenance facilities. Specific attention will be given to treatment of the building envelope; selection of alternative building heating methods; investigation of potential sources of energy reclamation; review of ventilation system control methods; and application of passive and, to a lesser degree, active solar design techniques. Using a specific maintenance complex as a basis, actual examples of energy conservation techniques will be developed and demonstrated.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187633</guid>
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    <item>
      <title>ENERGY SAVING OPPORTUNITIES IN TRANSIT DESIGN, CONSTRUCTION AND OPERATION</title>
      <link>https://trid.trb.org/View/187634</link>
      <description><![CDATA[This paper identifies and assesses potential strategies for reducing energy consumption for traction functions through the operation, design, construction, and management of existing and new rapid transit facilities. Three classes of energy reduction strategies are considered: operating strategies; facility and vehicle-related strategies; and electrical rate management strategies. The paper is primarily intended to familiarize transportation administrators and transportation engineers with the energy reduction potential of such strategies. The energy savings estimates reported in the paper have been summarized from available published studies.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187634</guid>
    </item>
    <item>
      <title>ENERGY EFFICIENCIES OF LIGHT RAIL TRANSIT: ANOTHER LOOK AT SAN DIEGO</title>
      <link>https://trid.trb.org/View/187635</link>
      <description><![CDATA[This paper is a reexamination of the relative energy requirements of alternative transportation modes with a focus on the new San Diego light rail transit (LRT) system known as the San Diego Trolley. The energy requirements of the San Diego Trolley have been analyzed and compared to the requirements of other transportation modes. Much of the San Diego Trolley data are based on actual operating experience. The paper finds that because of its unique design features, the energy requirements of the San Diego Trolley place it in a very favorable position relative to well-utilized vanpools, buses, and carpools. This finding challenges rail energy consumption figures based on analyses of old and new heavy rail systems and offers documentation of the energy advantages of adapting rail transit to an existing railroad right-of-way.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187635</guid>
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    <item>
      <title>DESIGN CONSIDERATIONS FOR RAIL TRANSIT VEHICLE MAINTENANCE FACILITIES</title>
      <link>https://trid.trb.org/View/187636</link>
      <description><![CDATA[The design of rail vehicle yards and shops must be accomplished in an atmosphere of understanding between the designer and the operations and maintenance personnel of the ultimate user's organization. The design engineer-user relationship needs to be a free-flowing information-passing, work-together situation. This paper explores the differences which must be considered in designing light rail and heavy rail yard and shop facilities. Such differences include the user's goals and objectives, maintenance and operations methodologies, and site constraints. Additionally, the importance of specific vehicle preventive maintenance cycles, policies for parts repair, procurement and storage and maintenance staffing in shop design are described. Finally, the impact of maintenance and operations policies plus site environment on yard design is discussed.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187636</guid>
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    <item>
      <title>NEW MAINTENANCE AND STORAGE FACILITIES OF THE LONG ISLAND RAILROAD</title>
      <link>https://trid.trb.org/View/187637</link>
      <description><![CDATA[This paper discusses a major rail improvement project presently being built for the Long Island Railroad. The "West Side Yard", is a $158 million storage yard, and car maintenance facility, under construction in Manhattan, west of Penn Station, on the site of a former New York Central Railroad freight yard and terminal. The selected preliminary design can store a maximum of 354 electric multiple-unit cars on 29 tracks, allows for potential development of air rights above the yard, and is operationally quite flexible, with four lead tracks between the station and the yard. The yard will be operational in 1985.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187637</guid>
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    <item>
      <title>BUFFALO'S RECYCLED RAILROAD TERMINAL COMPLEX</title>
      <link>https://trid.trb.org/View/187638</link>
      <description><![CDATA[The objective of this paper is to document some of the significant problems encountered in the purchase and rehabilitation of an existing railroad terminal complex in Buffalo for a new transit vehicle storage and repair facility. The complex, originally constructed for the Delaware, Lackawanna, and Western Railroad in 1917, consisted of a train shed for passengers and freight, a ticketing building, a terminal building and a signal tower/power house. Of the original four buildings however, only one, the train shed, was suitable for reuse.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187638</guid>
    </item>
    <item>
      <title>CAR STORAGE AND MAINTENANCE AREA OF PITTSBURGH'S STAGE I LIGHT RAIL TRANSIT SYSTEM</title>
      <link>https://trid.trb.org/View/187639</link>
      <description><![CDATA[The Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, is currently upgrading its existing 24-mile streetcar system to state of the art Light Rail Transit standards. The purpose of this paper is to describe the design and construction of the Car Storage and Maintenance Area project, the assumptions and circumstances which dictated certain elements of the design, and conclusions which can be drawn from the experience. The value of this paper is to bring to the reader's attention some of the specific problems associated with designing and constructing a light rail transit yards and shops for an existing streetcar system and the sequence of events that governed the Pittsburgh project.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187639</guid>
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      <title>BUS PRIORITY TREATMENT IN MIDTOWN MANHATTAN</title>
      <link>https://trid.trb.org/View/187640</link>
      <description><![CDATA[Midtown Manhattan is characterized by intense competition for street space by automobiles, taxis, trucks, buses, bicycles, handcarts, and pedestrians. Service provided by the surface transit system is extensive but is adversely impacted by the density of traffic and the lack of a consistently available right-of-way for transit vehicles. As a result, bus travel speeds are typically very low and their variability is high. This paper describes the operational elements and performance characteristics of several bus priority treatments recently implemented to increase transportation system efficiency and to promote public transit in Midtown. Additional treatments presently under investigation and their anticipated impacts are also defined.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187640</guid>
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    <item>
      <title>SELECTING BUS PRIORITY TREATMENTS</title>
      <link>https://trid.trb.org/View/187641</link>
      <description><![CDATA[Bus priority treatments require careful selection. Each treatment must be compatible with facility physical and operational characteristics, and should meet local objectives. A step-by-step methodology is presented for selecting priority treatments which are applicable to specific facility types. The steps include the identification of major bus travel movements and candidate facilities, the development of priority treatment alternatives, and the evaluation of alternatives. A matrix approach is used to match specific facility types with feasible priority treatments. A series of detailed priority treatment descriptions and summary tables enable the user to logically evaluate and select bus priority treatments.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187641</guid>
    </item>
    <item>
      <title>PRIORITY TREATMENT FOR BUS OPERATION: A NATIONAL PERSPECTIVE</title>
      <link>https://trid.trb.org/View/187642</link>
      <description><![CDATA[Priority treatment for buses and other types of high occupancy vehicles is rapidly growing in popularity due to its ability to satisfy a wide range of objectives and the success of some of the projects in the early part of the past decade. Many unique and innovative projects have recently been implemented or are planned for the near future including: reversible facilities in Houston and San Diego; a contraflow lane in Houston; exclusive ramps and parking linking a HOV lane to a rail terminal in Miami; unique designs for concurrent lanes in Seattle and Atlanta; and special measures during construction in Pittsburgh.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187642</guid>
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    <item>
      <title>PREFERENTIAL TREATMENT FOR PUBLIC TRANSIT IN CITY STREET OPERATIONS</title>
      <link>https://trid.trb.org/View/187643</link>
      <description><![CDATA[The concept of giving priority to transit vehicles in the use of street space or in the use of green time at traffic signals is well-recognized. However, it has had relatively little application in the United States compared to Western Europe and Japan. The paper reviews the argument for greater application of preferential treatment; outlines a taxonomy or classification of types of preferential treatment; suggests a basis for developing standard warrants or criteria for each of the types of preferential treatment; and discusses some of the engineering and political pitfalls that may cause good, warranted projects to fail.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187643</guid>
    </item>
    <item>
      <title>THE SOUTH STATION TRANSPORTATION CENTER IN BOSTON</title>
      <link>https://trid.trb.org/View/187644</link>
      <description><![CDATA[The renovation of the historic South Station train terminal in Boston, Massachusetts, into a modern, multi-modal transit terminal, is designed to meet the needs of today's traveling public, and to provide a stimulus for major private development. Improvements to the railroad station will reflect its importance as the northern terminal of the Northeast Corridor project, while the construction on air-rights of a new bus terminal for Greyhound, Trailways, and commuter buses will attempt to meet the needs of a commuting public which is shifting away from auto transportation. The Boston Redevelopment Authority, as part of its Urban Renewal program, is providing funding for the construction of auto parking and foundations for major private development as part of this transportation center.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187644</guid>
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