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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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    <item>
      <title>Design of Running Grades for Energy-Efficient Train Regulation: A Case Study for Beijing Yizhuang Line</title>
      <link>https://trid.trb.org/View/1855111</link>
      <description><![CDATA[In the practical operation of the Beijing metro systems, cyclic timetables are used, where the dwell times for all train services are the same for a station during the whole day. Since the passenger demand in peak hours is much higher than that of the off-peak hours, the scheduled dwell times for train services in the off-peak hours are in general a few seconds or even more than 10 seconds longer than the required (or valid) dwell times. The difference between the scheduled dwell time and the valid dwell time is called the dwell time supplement. A train regulation approach is proposed to use the dwell time supplements sufficiently, where the dwell times for train services in the off-peak hours are shortened due to the small number of boarding and alighting passengers. The dwell time supplements are then added to the running times of the next interval (i.e., the section between two consecutive stations). The resulting longer running times can reduce the energy consumption of the metro line. Based on the distribution of the dwell time supplements, the running times corresponding to different running grades in Automatic Train Supervision (ATS) systems are determined for different intervals to minimize the total energy consumption during a day. Based on the operational data, a case study for the Beijing Yizhuang line is presented to illustrate the effectiveness of the proposed approach.]]></description>
      <pubDate>Tue, 24 Aug 2021 10:35:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1855111</guid>
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    <item>
      <title>Complete Estimation Approach for Characterizing Passenger Travel Time Distributions at Rail Transit Stations</title>
      <link>https://trid.trb.org/View/1700496</link>
      <description><![CDATA[Route choice behavior of a rail transit passenger is not directly observable and it may be affected by the route travel time to a large extent. Compared to the on-train time, travel times at stations, including walking time and waiting time, have been receiving less attention and therefore become more difficult to analyze. A common method to analyze the travel time at a rail transit station is to directly assume a distribution function and to further fit the distribution. However, most distribution functions in the prior literature were used without validation and/or conclusive decision on the best fit. In such context, this paper develops a complete approach to estimating both the walking and waiting times at stations (including origin stations, destination stations, and transfer stations) by mining automatic fare collection (AFC) and automatic train supervision (ATS) data, and their distributions are further discussed and characterized in detail. An initial case study of the Beijing subway network shows that it can deduce passengers’ walking and waiting times in sequence, and consequently obtain and depict their distributions with high performance.]]></description>
      <pubDate>Tue, 26 May 2020 10:42:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1700496</guid>
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      <title>Data Fusion Approach for Evaluating Route Choice Models in Large-Scale Complex Urban Rail Transit Networks</title>
      <link>https://trid.trb.org/View/1662304</link>
      <description><![CDATA[With the increases in both the urban rail transit (URT) network scale and complexity, a route choice model that was previously developed may not function properly anymore and therefore must be constantly evaluated if possible and updated whenever necessary. This paper develops and uses a posterior approach that fuses multisource data from both the automatic fare collection (AFC) and automatic train supervision (ATS) systems to provide accurate and intelligent evaluation of route choice models, especially for large-scale complex URT networks. A method to rebuild passengers’ journey one by one is put forward that makes the proposed approach work in a more disaggregate manner. Then, observed travel time (OTT), and simulated travel time (STT), which are deduced by fusing multisource data from AFC and ATS systems, are defined. Instead of using traditional manual-based methods, the evaluation of route choice models is conducted by comparing and testing the distributions of both OTTs and STTs, and two nonparametric statistical techniques (NPSTs) are adopted. Pilot case studies are conducted on the Beijing subway network and the results obtained clearly show that the approach can disaggregately evaluate the route choice model and can also be easily incorporated into an automatic evaluation procedure.]]></description>
      <pubDate>Mon, 02 Dec 2019 10:03:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1662304</guid>
    </item>
    <item>
      <title>Research on the Urban Rail Traffic ATS Simulation System</title>
      <link>https://trid.trb.org/View/1369808</link>
      <description><![CDATA[Communication Based Train Control System (CBTC) is different from the traditional train control system. It controls the train in high-Precision Positioning by the continuous, high- speed and two-way train-wayside data communication. Automatic Train Supervision (ATS) is an important subsystem of CBTC to control the train in high-speed and normal operation. This paper introduces the system structure and functional requirements of the ATS system. Then this paper particularly designs and realizes functions of train working diagram, routing judgment, train route control, automatic generation of train number and train operation adjustment. Such this paper builds comprehensive experiment simulation platform.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:28:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1369808</guid>
    </item>
    <item>
      <title>Development of a Real-Time Stringlines Tool to Visualize Subway Operations and Manage Service at New York City Transit</title>
      <link>https://trid.trb.org/View/1338766</link>
      <description><![CDATA[In 2013, with real-time train arrival data becoming widely available through its general transit feed specification real-time (GTFS-RT) feed, New York City Transit (NYCT) recognized the potential for new service management tools capable of on-the-fly performance visualization and reporting. This paper describes the process taken by NYCT to develop and evaluate a transit analysis tool that uses information from automatic train supervision countdown clocks, transmitted as GTFS-RT data, to visualize train spacing, movement, and related parameters. The main part of this tool is a new web application that uses stringline (time–distance) charts for monitoring operations in the system as they happen. Operational problems (e.g., delays, train bunching, or gaps in service) can be identified more easily on stringline charts than on the traditional model board display to help managers and operating personnel deliver continuous service performance improvements. The application was built in-house with the use of existing data resources (the GTFS-RT feed of predicted train arrivals) and open-source tools. In-house development minimized cost and allowed for maximum flexibility to add features in the future. The development team successfully employed a methodology of iterative development to incrementally review, add features, and test the application without having to go through very long design and requirements cycles. As more transit agencies release GTFS-RT data to the public, they may see opportunities to take a similar approach to develop new tools for internal use quickly and with little additional cost.]]></description>
      <pubDate>Wed, 18 Feb 2015 12:00:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1338766</guid>
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    <item>
      <title>Tracking trains the smart way</title>
      <link>https://trid.trb.org/View/1260496</link>
      <description><![CDATA[Using a suite of specialized software enabling communication via the public mobile phone network, Vietnam's state railway (DSVN) is radically updating its train supervision fleet management and passenger information systems, as presented in this article. A virtual private network will enable the rail data to be transmitted, and a vehicle dispatching tool will enable DSVN to optimize the utilization of its fleet.]]></description>
      <pubDate>Tue, 03 Sep 2013 12:28:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1260496</guid>
    </item>
    <item>
      <title>Alstrom's simplified CBTC technology to debut in Lille</title>
      <link>https://trid.trb.org/View/1253251</link>
      <description><![CDATA[Lille, France's Véhicule Automatique Léger (VAL) - automatic light metro system is the first metro to install a new simplified communications-based train control (CBTC) system. The amount of lineside equipment is reduced by 20% due to transference of the interlocking functions to the train, as discussed in this article. The new method enables the train to safely travel from its current position to any other location, due to the fact that there are no longer traditional constraints from interlocking principles, thus making train movement very flexible.]]></description>
      <pubDate>Fri, 21 Jun 2013 16:39:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1253251</guid>
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    <item>
      <title>The roles of ICT in driverless, automated railway operations</title>
      <link>https://trid.trb.org/View/1250560</link>
      <description><![CDATA[Transportation plays an important role in building supply chains; several emerging theories and practices of supply chain management rely heavily on transportation. In recent years, information and communication technologies (ICT) has been favourably employed in engineering, operations and business sectors. However applications and opportunities of ICT are still evolving; with reference to ICT, today's norm is obsolete tomorrow. Rail transport too is becoming increasingly dependent on ICT, not only for commercial purposes such as asset management, passenger ticketing and information broadcasting etc., but also for mission/safety–critical functions, particularly in infrastructure development in the era of high speed and automated railways. A critical issue is that railway infrastructure is capital intensive and has a long gestation period. The initial effort and cost of developing ICT for safety/mission critical railway applications are high and detailed planning is necessary to study requirements and product specifications. The ever evolving ICT standards contribute to high cost over–runs and long lead time. Whilst the rail industry has embraced the technology of the day, several ICT advancements remain unexplored by railways; financial and technical mishaps tend to make one cautious. This paper analyses automated rail operational technology in–depth and the role of ICT in a broader overview of enhancing transportation capacity.]]></description>
      <pubDate>Tue, 28 May 2013 09:36:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1250560</guid>
    </item>
    <item>
      <title>Application of ATS in Integrated Supervision and Control System</title>
      <link>https://trid.trb.org/View/1113884</link>
      <description><![CDATA[Signal system is one of the most important electromechanical systems in urban rail transit and is a guarantee for safe operation of metro. It radically influences metro operation efficiency, which is a key factor for improving metro service quality and has high requirements in security and reliability. Integrated Supervision and Control System (ISCS) centered on train operation is a developing trend of urban rail transit. By introducing the characteristics of automatic train supervision (ATS) in metro and considering the different approaches for integrating ATS into an ISCS, this paper analyzes the system architecture of ATS in operation control center and stations and studies in detail the coordinate functions of PIS in ISCS, with the application prospect of ATS in urban rail transit highlighted.]]></description>
      <pubDate>Tue, 25 Sep 2012 09:24:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1113884</guid>
    </item>
    <item>
      <title>A Matter of Trust</title>
      <link>https://trid.trb.org/View/1098661</link>
      <description><![CDATA[Automatic Train Protection and Automatic Train Supervision, increasingly embodied by the European Train Control System (ETCS), entails the use of a complex driver-machine interface.  It is possible for an error to be caused by the display of false data, which the train driver may not be able to recognize.  IconTrust technology offers an effective way to identify erroneous screen displays.  The first ETCS application of this technology is due to go live later this year.  The system ensures that the displayed information is up to date and correct without the actual application that displays the information being subject to a verification procedure.]]></description>
      <pubDate>Tue, 21 Jun 2011 11:26:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1098661</guid>
    </item>
    <item>
      <title>Development, Testing and Implementation of the Pantograph Damage Assessment System (PANDAS)</title>
      <link>https://trid.trb.org/View/967999</link>
      <description><![CDATA[This paper on the pantograph damage assessment system (PANDA) is from the proceedings of the 12th International Conference on Computer System Design and Operation in Railways and Other Transit Systems, held in Beijing, China, in 2010.   The authors remind readers that  pantograph failures due to complex interactions between the overhead line (OHL) and pantograph structure cause significant problems to the railway industry worldwide.  Then they describe the development, design and test results of the Pantograph Damage Assessment System (PANDA), which is now deployed on routinely operating trains in the United Kingdom. The system uses two subcomponents: the Digital Processing Module (DPM), which is directly clamped on the live 25kV pantograph structure, and the Receiving Signal and Relay Unit (RSRU) which is installed in a secure location inside the carriage.  A pantograph mounted unit is interfaced with the accelerometers that are attached in vicinity of the carbon strip.  The DPM uses Bluetooth communication to report any unexpected events to the RSRU.  Any high alarm events are instantaneously transferred to the train to warn the operator and the control center about a potentially harmful event that requires immediate attention.  The ‘hot spots’ caused by the overhead line are mapped and trended to allow successful implementation of predictive maintenance of the OHL.  The authors conclude that the PANDA monitoring system reduces maintenance costs for both the pantograph and for the overhead line electrical equipment.]]></description>
      <pubDate>Wed, 13 Oct 2010 14:52:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/967999</guid>
    </item>
    <item>
      <title>Level 1 Limited Supervision Becomes a Reality</title>
      <link>https://trid.trb.org/View/920125</link>
      <description><![CDATA[This article describes how Swiss Federal Railway is once again pioneering the next step in the development of the European Train Control System (ETCS). A pilot installation of Level 1 Limited Supervision (LS) at Burgdorf has confirmed the practicality of limited supervision technology. Limited supervision is a key element in the Federal Office for Transport’s strategy to introduce ETCS across Switzerland’s entire standard gauge rail network by the year 2017.  LS is seen as the essential requirement to create a real end-to-end ETCS network connecting both new and existing lines. LS offers an economic way to migrate from conventional signaling to ETCS, while preparing the network and rolling stock for further upgrading towards Level 2 and beyond.]]></description>
      <pubDate>Thu, 24 Jun 2010 07:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/920125</guid>
    </item>
    <item>
      <title>Robust Data Transmission with Eddy Current Sensor System</title>
      <link>https://trid.trb.org/View/873680</link>
      <description><![CDATA[This paper describes how railway supervision systems use information carriers installed along the track in order to define the train position or to provide information about the track such as maximum velocities. Current data transmission devices are electronic systems, which are expensive to install and maintain. This paper proposes a novel approach to use an eddy current sensor system, mounted on trains for speed measurements, to receive data coded in a metal bar on the track. The transmission is realized with a quadrature amplitude modulation in combination with the given eddy current sensor system to show a cost-efficient and robust alternative to common railway supervision systems.]]></description>
      <pubDate>Thu, 30 Oct 2008 06:52:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/873680</guid>
    </item>
    <item>
      <title>The Value of Lessons Learned for Risk Reduction on Future Capital Projects</title>
      <link>https://trid.trb.org/View/811009</link>
      <description><![CDATA[The primary goal for compiling lessons learned on any project is to understand the potential risks to future projects with the hopes of avoiding them. The paper describes how many of the “design” or “management” failures could have been mitigated with the help of 20/20 hindsight. The frequent occurrence of follow-on (or at least similar), projects in the transit industry offers a unique opportunity to gain this unusual perspective. But what is the best way to accurately capture these lessons and how can we make sure that the decision makers of the next project are listening? Establishing efficient and thorough lessons learned capture processes is challenging for many reasons. It is difficult to convince the technical staff best suited to providing valuable lessons to do so in a timely manner as they are usually deeply immersed in the final stages of their own (overdue) project. Potential contributors must also overcome their reluctance to share information for the good of larger program objectives that may appear negative towards their own organization.  Communicating with future projects participants is equally challenging. A collection of issues and concerns by themselves lack the perspective and background that would be meaningful to managers who have not had these experiences themselves. This paper will examine the “lessons learned” about one recent lessons learned capturing effort on New York City Transit’s Automatic Train Supervision System, “A” Division. For an organization aspiring to establish a similar process, these findings may offer valuable insight.]]></description>
      <pubDate>Tue, 19 Jun 2007 08:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/811009</guid>
    </item>
    <item>
      <title>2007 Proceedings Rail Conference</title>
      <link>https://trid.trb.org/View/810734</link>
      <description><![CDATA[APTA's 2007 Rail Conference provides attendees with the most comprehensive learning and networking experience possible. The conference includes a complete slate of technical sessions relevant to the operation, management and maintenance of rail and fixed guideway systems. The conference was sponsored by the American Public Transportation Association (APTA) and was held June 3 through June 6, 2007 in Toronto, Ontario, Canada. The conference included eight tracks which were: (1) Public Transportation: Wherever Life Takes You Developing Tomorrow’s Workforce Today: Program that Rock!; (2) Safety and Security for Incident Management and Integrated Response and Integration of Transit and Security Operations Control Centers; (3) Planning and Finance: Advancing Transit’s Agenda through Strategic Planning; (4) Capital Projects: Commissioning, Construction Claims and Rick Management, Delivery Options, Maintaining Infrastructure During Intermodal Expansion or Rehabbing, Practical Sustainable Design for Capital Projects; (5) Operations and Maintenance: Managing Data Overload, Ridership: Accommodating and Increasing Core Capacity—How Systems are Managed, Shared Use of Track, Shared Corridors; (6) A Primer: Planning, Construction and Operations Continuum Initiating and Planning: A Project Primer; (7) Commuter and High Speed/Intercity Rail and Intermodalism; and (8) Technical Forums which included Advances in Rolling Stock Technology, Communications, Communications Based Train Control (CBTC) Systems, Heat and Smoke Movement and Exiting During Station Fires, Integrating Crashworthiness in All Rail Modalities: Opportunities and Risks, Light Rail Project Update, Noise and Vibration, Renewable Energy for Transportation—Opportunities and Motivations, Signal Systems, Streetcars: A New Wave, Surface Track, and traction Power.]]></description>
      <pubDate>Tue, 19 Jun 2007 08:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/810734</guid>
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