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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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      <title>LINKING TRANSPORT INFRASTRUCTURE INVESTMENTS AND ECONOMIC DEVELOPMENT IN SUB-SAHARAN AFRICA</title>
      <link>https://trid.trb.org/View/504983</link>
      <description><![CDATA[This study explores the link between investments in transportation infrastructure, operationalized in terms of road density, and economic development, defined in terms of gross domestic product per capita (GDP/Cap), in sub-Saharan Africa (SSA). The findings support the hypothesis of a positive association between the two variables. The association is stronger for paved, than for all, roads in general. Furthermore, a negative but statistically insignificant relationship is observed between unpaved roads and economic development. Thus, economic development is a function more of quality, than quantity or roads in SSA. Therefore, a more judicious use of the scarce resource of sub-Saharan African countries in particular and developing countries in general will entail seeking to improve the quality of the existing inventory of roads as opposed to developing new ones.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504983</guid>
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    <item>
      <title>ASSESSING THE CONDITION OF THE TRANSPORTATION SYSTEM AND INFRASTRUCTURE FOR A STATE DEPARTMENT OF TRANSPORTATION</title>
      <link>https://trid.trb.org/View/504984</link>
      <description><![CDATA[The authors conducted a feasibility study for a state department of transportation management information system which reported on the condition of the state's transportation infrastructure and system. The first phase of the study sought to define the variables constituting condition. To accomplish this task, a survey was conducted of transportation experts in an effort to determine the variables which comprise conditions for the following modes of transportation: aviation, bicycle/pedestrian, highways, railroads and transit. The findings imply that it is feasible to define conditions for these different modes of transportation. The authors also propose additional measures which must be undertaken to develop comprehensive, relevant variables capable of describing condition of a state's transportation infrastructure and systems.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504984</guid>
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      <title>GLOBAL, LOCAL AND ITERATIVE SEARCHES TO THE EQUILIBRIUM NETWORK TRAFFIC SIGNAL SETTING PROBLEM</title>
      <link>https://trid.trb.org/View/504985</link>
      <description><![CDATA[A simulated annealing (SA) algorithm is applied to the equilibrium network traffic signal setting problem seeking globally optimal, in some sense, signal setting and an equilibrium traffic flow pattern simultaneously. The SA method aims at overcoming the nonconvexity of the problem, which can undermine the quality of local search solutions. A local search algorithm based on Sheffi and Powell (1984) is used to find local solutions. The iterative approach performs assignment and signal optimization sequentially until it converges to mutually consistent points where the flow is at user equilibrium and the signal setting is optimal. Link performance is described, in two ways, by the BRP formula and Webster's delay functions. The origin-destination matrix is assumed fixed and optimal green time per cycle ratios are decision variables. The above three approaches are tested on a simple network and applied to a real network with 27 signalized intersections in a real southwestern U.S. city.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504985</guid>
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    <item>
      <title>A SOLUTION METHOD FOR THE TRAVELING SALESMAN N PERSON M TOWN PROBLEM (TSP(N/M)) USING THE GENETIC ALGORITHM</title>
      <link>https://trid.trb.org/View/504986</link>
      <description><![CDATA[In this paper, the authors give a solution for traveling salesman n person M town problem (TSP (n/M)) which is an extension of traveling salesman problem (TSP) by using the genetic algorithm (GA). TSP (n/M) is a generalized problem of the ordinary traveling salesman to a problem when n person exists. Here, the authors propose a new algorithm named multi-parents exchange method which generates one offspring from several parents. Moreover, the authors propose a new method by combining this algorithm with the surface dividing method which is a method in the area of Operations Research.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504986</guid>
    </item>
    <item>
      <title>ELECTRONICS AND THE RECOVERY OF LOST RAIL TRAFFIC</title>
      <link>https://trid.trb.org/View/504987</link>
      <description><![CDATA[The subject of this paper is the feasibility of automatically-operated small trains with no crews present, in large numbers at short intervals, designed to penetrate truck-dominant territory. The saving over crewed operation in cents per ton-mile would be significant, but more importantly the frequency of service would duplicate that of the trucks swarming over the highways, often within sight of the railroads themselves. To attract current truck traffic onto these railways is at the heart of this proposal, not directed therefore at making rails as they are today competitive with trucks, but rather at seducing those trucks onto the rails at a price below their avoidable costs (consisting 20 percent of fuel and over 35 cents a mile for labor). In other words, redesigned Plans 1 and 3, while self interest would attract rail-owned Plan 2.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504987</guid>
    </item>
    <item>
      <title>EFFECTS OF AXLE LOADS AND TRAIN CAPACITY ON HEAVY HAUL NETWORK PERFORMANCE</title>
      <link>https://trid.trb.org/View/504988</link>
      <description><![CDATA[The effect of heavy axle load operations has been estimated on the performance of typical heavy haul freight rail networks. Equipment parameters, operating costs and maintenance costs were determined for representative East and West coal distribution networks for a base case of operations with 100-ton cars with 33 ton axle loads. The base case was compared to cases with high-capacity cars with 2-axle trucks and axle loads of 33 to 45 tons, and with high-capacity cars with 3-axle trucks and axle loads of 30 to 39 tons. The results indicate that heavy axle load operations result in overall savings in combined operating and track maintenance costs of 3 to 5 percent for the East network and 1 to 5 percent for the West network. Overall the optimal axle load was found to be 36 tons. The critical factor in achieving savings is the net capacity per train. Increasing the car cross section, and shortening the car to avoid increasing axle loads, increased net capacity per train 17 percent and resulted in cost saving of 3 to 4 percent. Additional cost savings may likely be realized by maximizing the cross section (height and width) of coal cars, and then adjusting car length to optimize axle load.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504988</guid>
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      <title>PREDICTING THE PROBABILITY OF LOSS OF COMMUTER AIR SERVICE IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/504989</link>
      <description><![CDATA[Over two hundred communities across the U.S. have commercial air service provided by carriers using turboprop aircraft only. Communities need to be aware of various factors that may endanger their commercial air service. The object of this research is to determine those factors. By predicting the loss of service for small communities, the communities are able to plan accordingly. Areas predicted to be in danger of losing service are concentrated in the Midwest.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504989</guid>
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    <item>
      <title>WHO'S FLYING THIS PLANE? - EDUCATION AND TRAINING FOR AVIATION CAREERS</title>
      <link>https://trid.trb.org/View/504990</link>
      <description><![CDATA[In the late 1980s, a period of strong airline growth coincided with the beginnings of downsizing the military. Since the military has historically been a major supplier of trained pilots and maintenance technicians, concern arose about whether there was an impending pilot and technician shortage. Another areas of concern has been the struggle of minorities and women to overcome barriers and prejudices that have restricted their access to many workplaces, including pilot and senior management jobs in aviation. In light of these concerns, Congress directed the U.S. Department of Education to commission the National Academy of Sciences to conduct a study of education and training for civilian careers, with particular emphasis on the access of women and minorities to aviation jobs. This study was the work of a committee of 15 experts drawn from a variety of pertinent fields coupled with professional staff from the NAS and others.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504990</guid>
    </item>
    <item>
      <title>THE APPLICABILITY OF TRANSPORTATION INFORMATION MANAGEMENT SYSTEMS FOR STATE DEPARTMENTS OF TRANSPORTATION</title>
      <link>https://trid.trb.org/View/504991</link>
      <description><![CDATA[The goals of this study is to determine the feasibility of developing a coordinated Transportation Information Management System (TIMS) which could be equally accessed by the state DOT, city and county municipalities, councils of governments (COG) and non-state transportation agencies. This study represents the first significant effort to obtain a statewide description of transportation related information currently being collected and electronically stored, and provide recommendations on how different information system architectures can be managed as a single information system.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504991</guid>
    </item>
    <item>
      <title>CONCEPTUAL FRAMEWORK FOR A TECHNOLOGY MAP OF THE FREIGHT TRANSPORTATION INDUSTRY</title>
      <link>https://trid.trb.org/View/504992</link>
      <description><![CDATA[This paper develops a conceptual framework for a Technology Map of the freight transportation industry. While technology roadmapping embraces recently rediscovered alternatives to traditional technology forecasting, such as scenario analysis, it is still in need of further elaboration. The freight transportation industry is sensitive to market demands. The first section of this paper illustrates transportation's place in the macro-economy, and in the technology market; it identifies the key market "drivers" determining freight transport demand. The process of transport technology evolution is described with respect to change over time. The last section outlines a mapping model suitable for assessing the present and future positioning of key technologies.]]></description>
      <pubDate>Fri, 30 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504992</guid>
    </item>
    <item>
      <title>MOTOR BUS DEREGULATION AND RACIAL/GENDER EFFECTS: EARNINGS AND EMPLOYMENT</title>
      <link>https://trid.trb.org/View/504974</link>
      <description><![CDATA[This study examines the link between the extent of government economic regulation in the U.S. motor bus industry and the wage and employment status of white females and black males relative to white males. It tests the hypothesis that deregulation, by introducing greater competitive pressures into the industry, would reduce firms' latitude to discriminate in hiring and pay practices. Regression analyses utilizing 1973-1993 Current Population Survey data on motor bus drivers reveal that the relative earnings position of blacks and females in the union sector improved significantly subsequent to deregulation in 1982, even after adjusting for economy wide effects by including a control group of similarly-skilled workers. The gender wage gap was also found to be much larger than the racial gap under both regulation and deregulation, with relative gains for blacks and females similar after controlling for secular effects. The relative improvement was not present, however, among nonunion bus drivers, supporting the hypothesis that the nonunion sector was already subject to stronger competitive pressures under regulation, so that there was less scope for subsequent improvement.]]></description>
      <pubDate>Thu, 29 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504974</guid>
    </item>
    <item>
      <title>ORIGINS OF A SEGMENTED LABOR MARKET: AN ENDOGENOUS GIFT EXCHANGE EXPLANATION OF GOOD JOBS AND BAD JOBS IN MOTOR FREIGHT</title>
      <link>https://trid.trb.org/View/504975</link>
      <description><![CDATA[The linear principal-agent microeconomic model originally developed by Holmstrom and Milgrom is extended by building in an endogenous "reciprocal partial gift exchange" feature. This implements the idea that a gift of rent may improve the insurance-incentive trade off faced in this model by a principal in compensating a risk-averse agent for exerting effort, when that effort cannot be perfectly observed. The extension produces a variant of the model with two optimal contract regimes, one in which agent effort is relatively observable, and no rents are paid ("bad jobs"), and one in which agent effort is relatively unobservable, and the agent receives an employment rent ("good jobs"). An interesting consequence of this way of integrating distributional issues with efficiency ones is that under the assumptions of the model, the principal always chooses a gift of rent to the agent which is too low, from the standpoint of social efficiency. In an empirical application that motivated the theoretical approach, a special case of the multitask version of the model is shown to generate a potential explanation of the stylized facts of the labor market segmentation that exists in the for-hire trucking industry, between truckload (TL) and less-than-truckload (LTL) firms. This provides a possible microeconomic foundation for the intuition that part of the reason for the other differences between the jobs in the two segments is a difference in how effective piece rates are in extracting employee effort.]]></description>
      <pubDate>Thu, 29 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504975</guid>
    </item>
    <item>
      <title>WORK-HOURS IN THE MARITIME ENVIRONMENT</title>
      <link>https://trid.trb.org/View/504976</link>
      <description><![CDATA[This paper discusses the work-hours that should be kept by the crew on commercial vessels (ferries, freighters, oil tankers, etc.). Contributing causes resulting in fatigue include organizational factors, ship design factors, and scheduling factors. Environmental factors such as noise, vibration, motion, and temperature and humidity extremes are also discussed. Studies by experts are reviewed to determine the proper amount of rest required to prevent a crew from becoming fatigued, proper meal scheduling and amount of sleep required. The effects of micro-sleep and sleep deprivation are evaluated with regard to safety, productivity, and morale.]]></description>
      <pubDate>Thu, 29 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504976</guid>
    </item>
    <item>
      <title>A CONTAINERSHIP'S OWNER - WHO CARES?</title>
      <link>https://trid.trb.org/View/504977</link>
      <description><![CDATA[In the business of moving containers the roles of forwarders, custom house brokers, ship owners, railroads, NVOCCs (Non Vehicle Owning Common Carriers), truckers, warehousemen, and logistic operators are in a state of flux. Laws, traditions, and regulations slow change somewhat, but in a world of tax havens, convenience flags, computers, and clever lawyers, nothing is fixed or certain. Ships are just one part of an intermodal complex that does not require total ownership of all the elements.]]></description>
      <pubDate>Thu, 29 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504977</guid>
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    <item>
      <title>MARGINAL CONTRIBUTION FOR LTL PRICING</title>
      <link>https://trid.trb.org/View/504978</link>
      <description><![CDATA[Since the elimination of economic regulation in the trucking industry, there has been increasing interest in the productivity of transport operations and activity based costing for the transportation of LTL shipments. At the beginning of the 1980s, an in-depth analysis of trucking activities allowed the establishment of LTL prices based on the cost of the various resources utilized (human and equipment). With the entry of new carriers into the market, competition brought about "negotiated rates" based strictly on a comparison with the competitor's prices. In this paper, the authors describe the methodology used to calculate the marginal contributions from the net price of the LTL shipment and the interpretation of these marginal contributions through the use of actual shipment data.]]></description>
      <pubDate>Thu, 29 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504978</guid>
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