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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>Development of Leading Body Structure Made of Composite Material</title>
      <link>https://trid.trb.org/View/1103865</link>
      <description><![CDATA[The composition of recently manufactured commuter trains and other rolling stock is mainly stainless steel. Fiber reinforced plastic (FRP) generally is used to construct the face of the rail car  ("front cover"). Significant man hours are required to manufacture the front of the car, including installation of front FRP. Such labor requirements have been a stumbling block in JR East's efforts to reduce construction time in new stainless steel car design and manufacture and major intermediate car modification (i.e. modifying a car to include a driver's cab). Time requirements are due to overall low rigidity of front FRP, requiring front FRP to be held on the car "gently". The number of required construction man hours will be substantially reduced if overall front FRP rigidity can be improved. JR East studied FRP sandwich structure against this backdrop in its efforts to improve front FRP rigidity. JR East then used test pieces to perform the properties test, thereby selecting optimum front FRP material. JR East developed the reinforced frame easily installed on both car body and car front cover after considering crossing collision and including FRP sandwich structure front cover use. Distributed load and impact load tests were conducted, assuming that the actual car using this prototype would be used in quantitative strength evaluation performance.]]></description>
      <pubDate>Tue, 21 Jun 2011 12:00:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103865</guid>
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      <title>Improvement of Transportation Reliability by Mutual Backup System for Controllers</title>
      <link>https://trid.trb.org/View/1103861</link>
      <description><![CDATA[With a focus on creating a 21st century suburban commuter train, JR East has had the advanced commuter (AC) train under development. A prototype car, which was manufactured during the last fiscal year using various constituent technologies to create a comprehensive product, is now having running tests performed on it. JR East is paying attention to how, in th event of a breakdown, AC train impacts on transportation can be minimized, in order to achieve one of the AC train's development concepts, the goal of transportation reliability improvement. JR East has also used an unprecedented concept as the basis of mutual backup system development efforts. JR East has finished AC train prototype production that uses the ATS-P device mutual backup system as an automatic train protection device and door-operating control unit backup system. A field test has been performed for verification of satisfactory basic function. The authors examine these issues.]]></description>
      <pubDate>Tue, 21 Jun 2011 12:00:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103861</guid>
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      <title>Development of Main Circuit System using Direct Drive Motor (DDM)</title>
      <link>https://trid.trb.org/View/1103858</link>
      <description><![CDATA[With a focus on making it the suburban commuter train that fulfills 21st century requirements, JR East is conducting running tests in its efforts to develop the Advanced Commuter (AC) train. Using innovative system changes to reduce costs is one of the AC train's development concepts. Using a direct drive motor as a new drive system independent of the conventional method, JR East has developed a main circuit system and conducted an existing car running test. Satisfactory basic performance has been demonstrated through this test.]]></description>
      <pubDate>Tue, 21 Jun 2011 12:00:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103858</guid>
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    <item>
      <title>Adoption of Articulated Structure in AC Train</title>
      <link>https://trid.trb.org/View/1103856</link>
      <description><![CDATA[JR East's first suburban commuter train in which an articulated structure is adopted is the Advanced Commuter (AC) train designated as the next-generation suburban commuter train. Two types of articulated systems were developed in the AC train to make a running performance and articulated structure comparative study. AC train running tests were started in February 2002 by JR East. The company verified there was no running safety problem. JR East plans to further refine the articulation method as the next step by improving the articulated structure.]]></description>
      <pubDate>Tue, 21 Jun 2011 12:00:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103856</guid>
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    <item>
      <title>Development of Advanced Train Information Service System (ATISS)</title>
      <link>https://trid.trb.org/View/1103859</link>
      <description><![CDATA[As part of its efforts for improved passenger service, JR East developed an advanced train information service system (ATISS) for its advanced commuter (AC) train, a 21st century suburban commuter train. ATISS  allows the local area network (LAN) to provide onboard information, as well as Internet and mail services, by communicating with wayside equipment. A prototype system has undergone basic evaluation testing for data transmission using the train's LAN, as well as for communication between onboard and wayside equipment. For this study, JR East has created a train LAN to serve as an information platform with various onboard information service applications.]]></description>
      <pubDate>Tue, 21 Jun 2011 12:00:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103859</guid>
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    <item>
      <title>Providing Access for the Disabled to Public Transport Facilities and Buildings – Role of the Swedish Board of Transport</title>
      <link>https://trid.trb.org/View/873143</link>
      <description><![CDATA[This paper describes how, in connection with the transport policy mandated in 1979 a new authority, the Swedish Board of Transport was established to deal with the questions concerning overall transport planning. Of special interest is the adaptation of public transport to the needs of the disabled persons. The Board of Transport was assigned a coordinative responsibility which includes the planning, the initiation and the follow-up of this adaptation. The Board’s coordinated role is expressed through the issuing of directives that are binding on transport enterprises and supervisory authorities on the following: (1) buses; (2) locomotive-hauled carriages; (3) trams; (4) underground railway carriages; (5) vessels; (6) motorcoach trains; and (7) commuter trains.]]></description>
      <pubDate>Wed, 29 Oct 2008 07:23:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/873143</guid>
    </item>
    <item>
      <title>Railroad Accident Report: Collision of Massachusetts Bay Transportation Authority Train 322 and Track Maintenance Equipment Near Woburn, Massachusetts, January 9, 2007</title>
      <link>https://trid.trb.org/View/859531</link>
      <description><![CDATA[On Tuesday, January 9, 2007, at 1:38 p.m., southbound Massachusetts Bay Transportation Authority passenger train 322 operated by Massachusetts Bay Commuter Railroad struck a track maintenance vehicle that was on the track near Woburn, Massachusetts. The track maintenance vehicle was thrown forward about 210 feet; the train did not derail. Of the six maintenance-of-way employees working on or near the track maintenance vehicle, two were killed, and two were seriously injured. Emergency responders treated and released 10 passengers at the accident scene. As a result of its investigation of the accident, the National Transportation Safety Board identified the following safety issues: train dispatcher procedures for blocking track segments to protect maintenance-of- way work crews working on the track; maintenance-of-way work crews shunting signaled track to protect themselves while working on the track; and alcohol and drug use by maintenance-of-way employees in the railroad industry.  As a result of its investigation of this accident, the National Transportation Safety Board makes recommendations to the Federal Railroad Administration and the Brotherhood of Maintenance of Way Employees Division.]]></description>
      <pubDate>Tue, 03 Jun 2008 07:24:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/859531</guid>
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    <item>
      <title>Railroad Crew Resource Management (CRM): Survey of Teams in the Railroad Operating Environment and Identification of Available CRM Training Methods</title>
      <link>https://trid.trb.org/View/795514</link>
      <description><![CDATA[This report summarizes the work undertaken by the Texas Transportation Institute to document the common teams or crews that are present within the rail industry and to evaluate the existing crew resource management (CRM) training methods used in other industries for their applicability to those railroad teams. Several railroads were visited in order to identify railroad crews, and an extensive literature search was performed to classify the broad variety of CRM training methods available. Facilities of five different railroad types were visited to gain a cross-sectional picture of the teams in the rail industry. These railroads included an eastern Class I railroad, a western Class I railroad, a shortline railroad, an urban commuter railroad, and an inter-city passenger railroad. Methods of CRM training from the commercial airline industry, the military, the medical field, the offshore oil production industry, and the nuclear power industry as well as existing railroad CRM training courses were examined concerning their application to the existing teams found during the site visits. Recommendations regarding the appropriate training methods for each railroad team are then made. This report also presents several requirements to develop a fully implemented CRM program in the rail industry.]]></description>
      <pubDate>Wed, 03 Jan 2007 08:48:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/795514</guid>
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    <item>
      <title>Private Sector Involvement in Canada’s Public Transport</title>
      <link>https://trid.trb.org/View/792752</link>
      <description><![CDATA[This article considers the public and private sector involvements in Canada’s public transport system, the Canadian Urban Transit Association (CUTA).  The author describes how the vast majority of systems have reverted to government, but how some are contracted out to private operators in specialized transit and smaller community conventional transit.  These competitive contracts are beneficial because they encourage innovations in operating practices and increase the efficiency of operations while minimizing unproductive hours.  Rather than only providing financial benefits, administrative flexibility is a strong motivator which, in turn, results in the opportunity for additional revenue and improved efficiency.  The author briefly mentions a couple of case examples where this has proven out: Whistler Municipal public transport system in the province of British Columbia, and the GO Transit suburban commuter rail in the Greater Toronto area.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:15:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/792752</guid>
    </item>
    <item>
      <title>Win-Win Partnerships in Public Transport: A Case Study of Melbourne’s Franchising Experience</title>
      <link>https://trid.trb.org/View/792593</link>
      <description><![CDATA[This article uses the situation of Melbourne, Australia to demonstrate some of the problems and successes that may be encountered with public transport franchising.  The author begins with a description of Melbourne’s train and tram networks in 1999, when the system was handed over to National Express, Connex (Veolia) and Yarra Trams (Transdev/Trasnfield Services), with 15-year contracts.  The structure was designed to encourage competition by comparison, where each operator was given incentives to match the performance of the other.  The remainder of the article focuses on the rail system, discussing rolling stock (new trains and trams), financial problems that arose with the new system, estimates of cost savings, changes made in 2002 by the Government, the challenges of refranchising, the need for an interdependent system in the public transport industry (rather than pure competition), mechanisms for sharing revenue fluctuations, flexibility in performance measures, traffic signaling that gives public transport means an advantage, driver retention programs, and keeping the consumer environment simple.  The author concludes by describing the role of Metlink, an overseeing organization that acts as the face of public transport, providing service details and communicating system-wide information to riders and the public.  Metlink has also created behavior change campaigns to increase patronage and to encourage ticket pre-purchasing.  The author stresses that overall, franchising of public transportation in Melbourne has delivered considerable benefits: infrastructure is better, punctuality and reliability are greatly improved, customer satisfaction is up, and fare evasion is down.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:15:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/792593</guid>
    </item>
    <item>
      <title>Passenger Rail. The Transportation Alternative</title>
      <link>https://trid.trb.org/View/789932</link>
      <description><![CDATA[For the past fifty years, the automobile has contributed greatly to the creation of the suburbs and the resulting condition referred to as urban sprawl.  At all levels of government and along with the automobile industry, the push was on for more and better roads and highways thus encouraging an even greater reliance on the automobile.  The popular view was the automobile would replace the trolley car and passenger train as the most preferred way to travel.  The automobile was new.  Passenger trains were obsolete.  The author suggests that "old" is becoming "new" again and 19th century technology is being reinvented to alleviate the crush of cars clogging city and suburban streets.  The electric streetcar is now light rail.  Passenger trains are now commuter rails and also once again cover the longer distances with intercity passenger rail and high-speed rail services.  Land use and urban planning efforts are beginning to take into account transit oriented development.  Many communities are taking advantage of historic railways and scenic routes to attract tourists and diversify their transportation options.  Local governments, developers, civic groups and citizens are discovering there are viable, practical and better transportation alternatives to get from here to there other than being solely reliant on the automobile.]]></description>
      <pubDate>Wed, 20 Sep 2006 08:54:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/789932</guid>
    </item>
    <item>
      <title>WORK PROBLEMS ASSOCIATED WITH SUBURBAN TRAIN DRIVING</title>
      <link>https://trid.trb.org/View/276827</link>
      <description><![CDATA[Problems associated with metropolitan train driving were investigated in a questionnaire survey of 562 suburban train drivers.  The major problems were safety issues (fatal train accidents, persons on the track, vandalism, sudden signal changes, no emergency communication system in the driver's cabin), the high demand for mental concentration, irregular working hours, and ear discomfort on entering tunnels. One-third of drivers had been involved in a train fatality. Near fatalities, vandalism, sudden signal changes and track maintenance workers were frequently encountered.  Fifty-six percent of shifts involved some night work.  Improvements in working conditions in these problem areas could lead to a safer and more pleasant working environment and could improve the health and personal well-being of suburban train drivers.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/276827</guid>
    </item>
    <item>
      <title>NETHERLANDS RAILWAYS INTRODUCE NEW DOUBLE-DECK COACHES FOR PUSH-PULL OPERATIONS</title>
      <link>https://trid.trb.org/View/275975</link>
      <description><![CDATA[The steady growth of local passenger traffic by rail, especially within the range of the large cities in the west of the Netherlands, made it necessary to consider new ways of handling this traffic volume.  Constructional changes at major stations have been or are possible only to a restricted extent, posing the requirement of achieving to let the largest possible number of passengers boarding or leaving the trains within a given platform length at the stations.  A solution suggesting itself is the use of double-deck coaches.  Due to the brief stops at the stations priority has to be given to an optimum passenger flow.  In practice, this means that the provision of wide doorways, large vestibules and wide stairways is highly significant. Another important problem to be overcome is the provision of the largest possible number of seats, because also the short-distance traveller is entitled to a comfortable seat. This feature demands great attention, especially from the point of view of improving the appeal of rail transport as compared to road transport.  It is considered that the double-deck coaches described in the following are suitable for meeting the requirements in respect of operation, servicing as well as running upkeep and maintenance.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/275975</guid>
    </item>
    <item>
      <title>NEW GROUND-PLAN DESIGN METHOD FOR ROUTE PLANNING OF LOCAL TRANSPORT RAILWAYS</title>
      <link>https://trid.trb.org/View/275974</link>
      <description><![CDATA[In the route planning for local transport railways, consideration has to be given to both geometry and the dynamics of vehicle movement.  The routing elements of existing design techniques--straights, circular arcs and transition arcs--have proved to be relatively inflexible with respect to track geometry.  Under confined route planning conditions, geometric restrictions can only be complied with by means of frequent changing of the routing elements and using small arc radii.  The result is a succession of curves having an unfavourable effect on the dynamics of vehicle movement.   The article describes the development of a new computer-aided route planning technique for local railways which takes account of the fundamentals of both track geometry and vehicle movement dynamics.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/275974</guid>
    </item>
    <item>
      <title>OLD COLONY RAILROAD REHABILITATION PROJECT</title>
      <link>https://trid.trb.org/View/657882</link>
      <description><![CDATA[The Old Colony Railroad serves 600,000 residents in more than 30 communities in the fastest growing part of the state of Massachusetts, helping to relieve severe traffic congestion on area roadways. This presentation describes efforts by the Massachusetts Bay Transportation Authority for the reconstruction of 3 branch lines of the Old Colony Railroad. The focus is on the challenging and difficult issues associated with constructing a modern commuter rail transportation system in urban, suburban, and rural environments concurrently.]]></description>
      <pubDate>Thu, 20 Jul 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/657882</guid>
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