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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>Canadian Pacific Railway’s 100% Effective Lubrication Initiative</title>
      <link>https://trid.trb.org/View/2658063</link>
      <description><![CDATA[North American railroads have for many years applied lubrication to the wheel/rail interface to control wheel and rail wear, reduce lateral forces in curves and produce substantial savings in train energy (fuel) consumption. The traditional method of applying lubricant to the rail is through wayside lubricators. In recent years substantial improvements in wayside equipment technology have improved equipment reliability, reduced maintenance requirements, increased the track miles treated by each lubricator and minimized lubricant waste. While wayside systems can provide excellent gauge face protection to the high rail of curves, results on Canadian Pacific Railway (CPR) demonstrate that current wayside systems are unable to reliably provide the recommended fiction levels for the top of the rail. Wayside systems must be supported by other technologies, such as on-board systems, hi-rail applicators or innovative wayside systems to provide effective top of rail friction management. CPR’s experience in developing and implementing ‘best practice friction management guidelines’ are provided in this paper.]]></description>
      <pubDate>Sun, 25 Jan 2026 15:40:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658063</guid>
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    <item>
      <title>Canadian Pacific Railway 100% Effective Friction Management Strategy</title>
      <link>https://trid.trb.org/View/2658064</link>
      <description><![CDATA[Canadian Pacific Railway (CPR) has spent the past 5 years implementing an optimised “100% effective gauge face lubrication” strategy on 3250 km of their 24,000 km network to control friction at the interface between the wheel flange / rail gauge face. Conclusive test results in 2001 demonstrated substantial savings in rail gauge face wear and in train energy (fuel) consumption. As new equipment technology became available, CPR started testing a top of rail friction management strategy to complement the gauge face systems on their high tonnage coal and mixed freight Thompson Subdivision in British Columbia, Canada. Results to date demonstrate substantial additional savings over and above “100% effective gauge face lubrication” in the following areas: reduced lateral curving forces, reduced rail wear, reduced train energy (fuel) consumed, reduced requirements for wayside gauge face lubrication units and lubricant, and reduced tie and fastener damage. CPR’s experience with the implementation of a strategy for “100% effective friction management” in a heavy haul territory is provided in this paper.]]></description>
      <pubDate>Sun, 25 Jan 2026 15:40:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658064</guid>
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      <title>Total Friction Management on Canadian Pacific</title>
      <link>https://trid.trb.org/View/2643094</link>
      <description><![CDATA[Canadian Pacific Railway (CPR) has been a leader in implementation of new friction control technology. Following earlier trials, we report the design, justification, roll out and early results of Total Friction Management (TFM) (effective gauge face (GF) lubrication plus effective top of rail (TOR) friction control) over all high tonnage lines in Western Canada. Tools and processes needed for implementing TFM over a large territory are described. The roll out incorporates state of the art equipment and materials for GF and TOR application, logistics considerations for material handling, and maintenance issues through dedicated TFM staff. Development of a holistic economic case for this TFM project is discussed. Prior results were used to quantify expected savings in rail, ties, and track regauging. Wheel replacement savings were estimated. Locomotive fuel savings were projected by model. Together with the appropriate costs, the expected savings were used to develop an overall business case. TFM implementation involves installation of 325 TOR wayside applicators over 923 route miles between Calgary to Vancouver, as well as optimization and upgrade of 216 wayside GF units. Remote Performance Monitoring is used to manage unit maintenance. Performance verification includes use of L/V sites for TOR effectiveness, and regular high speed tribometer runs to validate and optimize GF performance. Monitoring of the project to date indicate fuel savings (>5%) well in excess of those used to justify the project.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643094</guid>
    </item>
    <item>
      <title>Freight train scheduling with minimum energy consumption</title>
      <link>https://trid.trb.org/View/1900064</link>
      <description><![CDATA[The authors consider energy-efficient scheduling of freight trains on a line with single-track sections, as is the case on many freight railways routes in North America. The authors determine the train speed that minimizes the energy consumption, taking into account the departure and arrival times and exploiting the waiting times. The proposed energy consumption model takes into account the ground topography, the speed, the number of axles the axle load and the type of locomotives. Some experiments are conducted in order to estimate the energy gain when adapting the train speed, using Canada Pacific Railway (CPR) data.]]></description>
      <pubDate>Thu, 20 Jan 2022 12:14:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1900064</guid>
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    <item>
      <title>Open for Business</title>
      <link>https://trid.trb.org/View/1581933</link>
      <description><![CDATA[This article explores Canadian Pacific's efforts to reconnect with short line and regional railroad partners as it seeks to grow carload business. The company is seeking to increase revenues and revenue ton-miles from the carload sector, and the article looks at CP's strategies to meet its established goals.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1581933</guid>
    </item>
    <item>
      <title>Update From C³RS Lessons Learned Team: Safety Culture and Trend Analysis</title>
      <link>https://trid.trb.org/View/1564664</link>
      <description><![CDATA[The Federal Railroad Administration (FRA) believes that, in addition to process and technology innovations, human-factors-based solutions can significantly contribute to improving safety in the railroad industry. To test this assumption, FRA implemented the Confidential Close Call Reporting System (C³RS), which includes: Confidential reporting; Root-cause analysis problem solving by a Peer Review Team (PRT) comprising labor, management, and FRA representatives; Implementation of corrective actions; Tracking the results of change; and Reporting the results of change to employees. Demonstration pilot sites are currently at Union Pacific Railroad (UP), Canadian Pacific Railway (CP), New Jersey Transit (NJT), and Amtrak. FRA is sponsoring a rigorous evaluation of three important aspects of C³RS functioning: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS over time? The evaluation is organized into baseline, midterm, and follow-up time periods at each site. To protect company confidentiality, specific sites are not identified in this report. This report is part of a series of Research Results published to provide the public with the evaluation’s findings. Two sets of findings are presented here. The first set consists of baseline and midterm findings at one demonstration site (site A), using three data sources: (1) Railroad Safety Culture Survey; (2) interviews with workers, managers, and other stakeholders; and (3) other project documents, such as meeting notes and newsletters. The second set of findings is based on interviews from all four demonstration sites.]]></description>
      <pubDate>Tue, 30 Oct 2018 17:31:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1564664</guid>
    </item>
    <item>
      <title>Cascade Subdivision Mile 10.20 - Rock Fall Analysis and Protection of Railway with Ring Net Attenuator and Rock Fall Barrier</title>
      <link>https://trid.trb.org/View/1502371</link>
      <description><![CDATA[The unique requirements of operating a railroad combined with the need to cross extensive stretches of mountainous terrain present many challenges to the Canadian Pacific Railway (CP) in dealing with rock fall hazards. As part of CP’s rock slope stabilization program, rock fall analysis indicated a potential hazard at Mile 010.20 of the Cascade Subdivision on the west side of the Fraser Canyon. Rock fall records and site investigation identified a source area located approximately 270 meters above track level. The height of the source area combined with a slope topography that resulted in multiple potential paths to the track indicated that the most cost-effective overall solution for the site would be two separate mitigation systems. A 42 meter long attenuator using Geobrugg’s ROCCO ring nets was installed at the location where it was possible to excavate catchment ditches. Just to the west of this system above a tunnel portal, a 32 meter long GBE-500A rock fall barrier was installed. After construction a LIDAR scan was performed in order to record the as-built condition of the site. This paper will discuss the site investigation, the design process, and the installation of the systems. It will illustrate the ways in which both solutions were chosen relative to the site conditions and how the specific protection goals were met at the site.]]></description>
      <pubDate>Wed, 28 Feb 2018 09:34:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502371</guid>
    </item>
    <item>
      <title>CP + NS: Where Do Small Roads Figure?</title>
      <link>https://trid.trb.org/View/1419930</link>
      <description><![CDATA[This article focuses on the proposed merger of Canadian Pacific and Norfolk Southern and the potential outcomes of the merger.  The author discusses the importance of empowering short lines and regional connections. He also discusses the need for a removal of paper barriers and the merger’s possible impact on competition.]]></description>
      <pubDate>Tue, 30 Aug 2016 09:03:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1419930</guid>
    </item>
    <item>
      <title>The Thoroughbred That Got Away</title>
      <link>https://trid.trb.org/View/1419932</link>
      <description><![CDATA[On April 11, 2016, Canadian Pacific terminated its efforts to merge with Norfolk Southern after facing growing resistance from the U.S. Departments of Justice and Defense, rail union leadership and others. This article discusses factors contributing to the failed merger and considers Norfolk Southern’s future direction.]]></description>
      <pubDate>Tue, 30 Aug 2016 09:03:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1419932</guid>
    </item>
    <item>
      <title>C³RS is Implementing Corrective Actions and Expanding Within the Railroad Industry</title>
      <link>https://trid.trb.org/View/1405370</link>
      <description><![CDATA[As the Federal Railroad Administration (FRA) implements the Confidential Close Call Reporting System (C³RS), FRA has been sponsoring a Lessons Learned Team (LLT) that seeks to answer three questions: 1. What conditions are necessary to implement C³RS successfully? 2. What is the impact of C³RS on safety and safety culture? 3. What factors help sustain C³RS over time? Participants in the pilot program include Union Pacific Railroad (UP), Canadian Pacific Railway (CP), New Jersey Transit (NJT), and Amtrak. Each railroad’s study is five years long. The LLT is publishing Research Results Reports that provide the public with the evaluation’s findings. This report contains findings from across the sites using these data sources: (1) interviews with stakeholders and (2) redacted C³RS program data.]]></description>
      <pubDate>Mon, 09 May 2016 12:51:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405370</guid>
    </item>
    <item>
      <title>C³RS: Midterm Accomplishments at Another Site and Success Factors Across Sites</title>
      <link>https://trid.trb.org/View/1398660</link>
      <description><![CDATA[The Federal Railroad Administration (FRA) has been implementing the Confidential Close Call Reporting System (C³RS). This reporting system includes: Confidential reporting; Root-cause-analysis problem solving by a Peer Review Team (PRT) comprising labor, management, and FRA; Implementation and review of corrective actions, some locally, and others system-wide with the help of a Support Team made up of senior managers; Tracking the results of change; and Reporting the results of change. Demonstration pilot sites for C³RS were set up at Union Pacific Railroad (UP); Canadian Pacific Railway (CP); New Jersey Transit (NJT); and Amtrak. FRA is sponsoring a rigorous evaluation of C³RS in order to answer three questions: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS? This evaluation has been organized into baseline, midterm, and final time periods at each site. To protect company confidentiality, specific sites are not identified in the findings. This report is part of a series of Research Results that will provide the public with the evaluation’s findings. This paper contains 1) findings at one demonstration site (Site A), which are based on interviews with stakeholders and redacted C³RS program data, as well as 2) cross-site findings from several other sites.]]></description>
      <pubDate>Mon, 29 Feb 2016 16:54:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398660</guid>
    </item>
    <item>
      <title>The Final Round of Mergers?</title>
      <link>https://trid.trb.org/View/1385824</link>
      <description><![CDATA[Canadian Pacific seeks to merge with  Norfolk Southern, creating a true transcontinental railroad that would connect the major industrial and production centers across North America. This article discusses the details of the merger proposal, which would combine two railroads with strong safety records and offer integrated operations across at least four major rail gateways in addition to enhanced services for shippers.]]></description>
      <pubDate>Wed, 27 Jan 2016 17:13:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1385824</guid>
    </item>
    <item>
      <title>Helping the oil to flow</title>
      <link>https://trid.trb.org/View/1373098</link>
      <description><![CDATA[Canadian Pacific (CP) rail has been steadily upgrading works to improve both operational fluidity (increased train speeds) and capacity, as traffic is increasing on its former Soo Line routes in Minnesota and North Dakota. CP's Portal route is an international gateway handling traffic between the Chicago area and Vancouver, British Columbia and, as such, has gained importance. It has seen consistent growth of general freight traffic, as well as intermodal and other unit trains, in recent years. Construction challenges and successes on the project are discussed here.]]></description>
      <pubDate>Mon, 02 Nov 2015 09:18:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1373098</guid>
    </item>
    <item>
      <title>CP's Next Move</title>
      <link>https://trid.trb.org/View/1347262</link>
      <description><![CDATA[This article explores Canadian Pacific (CP) Railway's growth potential and plans for the future beyond its recent bid to merge with CSX. Included in this future planning is the possible sale of its former Delaware & Hudson Railway network and the continued growth of its business in the American West. CP's primary revenue generators in 2014 were grain, intermodal and coal, and new product lines with potential for Western growth include crude and potash. Investments in new track and capacity is expected to accompany a reduction of surplus properties, all aimed at increasing CP's potential moving forward.]]></description>
      <pubDate>Mon, 29 Jun 2015 09:13:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1347262</guid>
    </item>
    <item>
      <title>Trains, Grains, and Grizzly Bears: Reducing Wildlife Mortality on Railway Tracks in Banff National Park</title>
      <link>https://trid.trb.org/View/1349010</link>
      <description><![CDATA[Between 2000 and 2007, the Canadian Pacific Railway (CPR) emerged as the leading human-related cause of grizzly bear mortality in Banff National Park. Seven grizzlies were struck by CPR trains, and none of the five cubs orphaned by these collisions survived within the park. Other wildlife also have been struck and killed. Spilled grain, track-side attractants, and preference of animals for open travel corridors are cited as contributing to these collisions. CPR’s rail lines bisect the Canadian Rockies and, along with other factors, inhibit wildlife movement and genetic connectivity. Ecologists and conservations seek to implement measures to ensure continued ecological connectivity across these man-made barriers. Railways have adopted various methods to reduce wildlife mortality, including more efficient sealing of grain cars, vacuum cars to recover spilled grain, and warnings that alert wildlife of approaching trains. Fencing and crossing structures, such as those assisting wildlife to cross highways, also are being considered. The authors discuss the causes of train-wildlife collisions, steps taken to reduce the number of collisions, and propose further opportunities to reduce the likelihood of collisions.]]></description>
      <pubDate>Tue, 28 Apr 2015 15:09:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1349010</guid>
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