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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>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <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>Very Long Trains – Phase IV Moving Train Tests</title>
      <link>https://trid.trb.org/View/2394479</link>
      <description><![CDATA[In the final phase of this research project, a team from Sharma & Associates, Inc. conducted moving train tests on a 228-car, Distributed Power (DP) configured train consist traveling from Minot, ND, to Vancouver, WA, using a Burlington Northern and Santa Fe (BNSF) train and crew. This research was conducted in July of 2023. The team used a test train that was just over 14,000 ft long with a trailing tonnage of approximately 31,300 tons, traveling about 1300 miles over plains, mountains, and rolling terrain. Eight instrumented cars were interspersed throughout the train and collected data on train dynamics and brake system performance.]]></description>
      <pubDate>Sat, 22 Jun 2024 18:06:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2394479</guid>
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      <title>Very Long Trains – Phase III Stationary Train Tests</title>
      <link>https://trid.trb.org/View/2394480</link>
      <description><![CDATA[In Phase III of this research, the Federal Railroad Administration (FRA) sponsored Sharma & Associates, Inc. (SA), with significant assistance from Burlington Northern Santa Fe (BNSF) Railway, to conduct a series of tests to evaluate air brake system performance on a stationary train consisting of 200 cars in BNSF’s railroad yard at Staples, MN. This phase of research was conducted between July 18 and July 28, 2022. In this phase, the research team developed a test plan describing the scope and test procedure in consultation with the Test Review Committee (TRC). The test train consisted of 192 hopper grain cars and up to 3 locomotives provided by BNSF, as well as 8 instrumented box cars owned by FRA. BNSF also provided other support for the test, including engineers to provide locomotive input, reconfigurations of the cars/locomotives as needed, and space in their yard for the tests.]]></description>
      <pubDate>Sat, 22 Jun 2024 18:06:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2394480</guid>
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      <title>Case Study: Experimental Investigation into the Feasibility of Pier Nose Extensions to Reduce Local Scour around Bridge Piers</title>
      <link>https://trid.trb.org/View/1886112</link>
      <description><![CDATA[The feasibility of pier nose extensions as an environmentally acceptable alternative to reduce local pier scour for a nontypical pier geometry was investigated using a 1:30 Froude-scaled movable-bed model. The movable-bed characteristics were investigated using Shields scaling to the D90 grain. The study was conducted for a site-specific location, the Burlington Northern Santa Fe (BNSF) Railway crossing on the Santa Ana River near Corona, California. Local scour behavior was evaluated in the model for the estimated worst-case hydrodynamic conditions with and without the pier nose extensions. When aligned with the approach flow, the pier extensions reduced the local pier scour. They produce a reduction of 53% compared with the existing pier configuration without extensions. Historically, pier nose extensions have been used for the passage of debris and to increase the conveyance in lined channels. This study extends the possible engineering applicability of pier nose extensions as a countermeasure for local scour.]]></description>
      <pubDate>Fri, 19 Nov 2021 15:28:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1886112</guid>
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      <title>First: Katie Farmer, BNSF</title>
      <link>https://trid.trb.org/View/1760689</link>
      <description><![CDATA[This article offers a profile of and interview with Kathyrn M "Katie" Farmer, who recently became the first female chief executive of a Class I railroad when she was named President and CEO of BNSF.  Farmer discusses her career in rail, Precision Scheduled Railroading (PSR), the impact of COVID-19, capital investments in assets and infrastructure, advanced technology in equipment maintenance, and her vision for the company.]]></description>
      <pubDate>Wed, 30 Dec 2020 11:53:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1760689</guid>
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      <title>Railroad Track Geometric Degradation Analysis: A BNSF Case Study</title>
      <link>https://trid.trb.org/View/1673433</link>
      <description><![CDATA[Planning and optimizing maintenance actions for rail failures are possible through understanding rail behaviors, which can be captured by statistical models. In this study, a degradation analysis of railroad tracks is presented for three types of geometry failure modes. Using Burlington Northern Santa Fe (BNSF) data set, effective degradation stress factors are identified and inspection intervals are studied to attenuate the effect of hidden maintenance actions. Parameters of a general log linear Weibull model have been determined to estimate the failure probability at different stresses. To check the prediction performance, the models were applied on an independent test set, and the corresponding area under curve (AUC) were reported. Finally, a comprehensive sensitivity analysis was implemented to check the effect of different stress factors on residual life of a defected rail. This type of analysis is crucial in alerting railroad companies to fix a defect and to schedule preventive maintenance actions to reduce the probability of a track failure.]]></description>
      <pubDate>Tue, 28 Jan 2020 09:47:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1673433</guid>
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    <item>
      <title>Less is Not Better</title>
      <link>https://trid.trb.org/View/1630076</link>
      <description><![CDATA[This article presents an interview with BNSF Railway Company Executive Chairman Matthew K. Rose, who has been with the company for 26 years and is retiring in April 2019. Rose has been recognized for his strong leadership in the industry and received Railway Age's Railroader of the Year award in 2010. In the interview, Rose looks back at his career and offers thoughts on such topics as industry growth, mergers, regulation, Positive Train Control and technological innovation, big data, and the industry's future leaders.]]></description>
      <pubDate>Mon, 28 Oct 2019 10:31:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1630076</guid>
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    <item>
      <title>Railroad Accident Brief: BNSF Railway Head-On Collision, Panhandle, Texas, June 28, 2016</title>
      <link>https://trid.trb.org/View/1631777</link>
      <description><![CDATA[On June 28, 2016, at 8:21 a.m. central daylight time, eastbound BNSF Railway (BNSF) train S LACLPC1-26K (striking train) collided with BNSF train Q CHISBD6 27L (westbound train) at milepost (MP) 525.4 on the BNSF Panhandle Subdivision near Panhandle, Texas. The collision occurred about 0.5 mile east of the east switch of the Panhandle siding. A significant fire resulted from the collision. The locomotive engineer and conductor on the striking train and the conductor on the westbound train died in the accident. The three head-end locomotives and 10 intermodal cars of the striking train derailed. All five head-end locomotives and three intermodal cars of the westbound train derailed. The National Transportation Safety Board determines that the probable cause of the collision was the failure of the striking train (S-LACLPC1-26K) crewmembers to comply with signal indications requiring them to slow and stop their train before signal 5261 due to (1) the engineer’s disengagement from operating, possibly due to fatigue arising from untreated obstructive sleep apnea, and insufficient sleep quality and quantity on the night preceding the collision, and (2) the conductor’s disengagement from operating, possibly due to the effects of two sedating medications. A functional positive train control system would have prevented the collision.]]></description>
      <pubDate>Tue, 09 Jul 2019 11:27:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1631777</guid>
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    <item>
      <title>Ready for a Roaring Economy</title>
      <link>https://trid.trb.org/View/1581921</link>
      <description><![CDATA[BNSF Railway is seeing business reach historic proportions, with carloads increasing by 4.5% and intermodal service increasing by 5.4% as of mid-2018. In Q4 of 2017, BNSF reached an all-time weekly volume of nearly 220,000 units, and the year also saw total operating revenues exceed $21 billion. This article explores BSNF's future business targets, its approach to traffic growth, its $3.4 billion capex plan for 2018 and its implementation of positive train control (PTC) infrastructure.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1581921</guid>
    </item>
    <item>
      <title>Fueling Trains in the 21st Century</title>
      <link>https://trid.trb.org/View/1581922</link>
      <description><![CDATA[This article profiles BNSF’s main line fueling station in Hauser, Idaho, which has been servicing the locomotives that power trains on the western lap of BNSF’s Northern Corridor since 2004. Hauser is located on a single corridor that links multiple main lines serving the Pacific Northwest with the rest of the BNSF networks to the east and south, and it fuels an average of 25 to 30 trains daily.  The article discusses the development of the main line facility in Hauser, challenges faced in its early years, and recent expansions to the facility and the services it delivers.]]></description>
      <pubDate>Tue, 26 Feb 2019 09:41:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1581922</guid>
    </item>
    <item>
      <title>Hearing on Rail Freight Transportation in North Dakota</title>
      <link>https://trid.trb.org/View/1571604</link>
      <description><![CDATA[This document consists of testimony by Gene Griffin, Director of the Upper Great Plains Transportation Institute, North Dakota State University, on March 27, 2002, for the Committee on Commerce, Science and Transportation, U.S. Senate, Senator Byron Dorgan presiding. It includes findings regarding the analysis of railroad revenues and costs of wheat movement originating in North Dakota by the BNSF railroad. Topics include BNSF's 110-car shuttle train program including manner of implementation; Inverse rate on wheat to the Pacific Northwest; Rail revenue/cost ratios for wheat; Road impacts that could result from the 110-car system; and Adequacy of rail regulation as it applies to rail pricing and service.]]></description>
      <pubDate>Mon, 17 Dec 2018 10:26:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1571604</guid>
    </item>
    <item>
      <title>Analysis of Revenues and Costs for Wheat Shipments Originated in North Dakota on the BNSF Railroad</title>
      <link>https://trid.trb.org/View/1567468</link>
      <description><![CDATA[An analysis of railroad revenues and costs has been conducted for the Hearing on Rail Freight Transportation in North Dakota held in Bismarck, North Dakota, March 27, 2002. The revenue-cost study is restricted to wheat movements originated in North Dakota by the BNSF railroad. The purpose of the study is to provide background information about the rates and costs of various railroad service levels. The primary objectives are to: (1) Analyze the costs and revenue-cost ratios of wheat movements from North Dakota to major markets; (2) Assess the relative efficiencies of BNSF service levels and shipment sizes; and (3) Place BNSF revenue-cost ratios in the context of rate reasonableness.]]></description>
      <pubDate>Mon, 19 Nov 2018 09:29:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1567468</guid>
    </item>
    <item>
      <title>Railroad Accident Report: BNSF Railway Roadway Worker Fatalities Edgemont, South Dakota January 17, 2017</title>
      <link>https://trid.trb.org/View/1540715</link>
      <description><![CDATA[​On January 17, 2017, about 10:09 a.m. mountain standard time, BNSF Railway westbound train E DOLEBM0 01E, traveling at 35 mph, struck and killed two roadway workers, including the watchman/lookout. The accident occurred at milepost 477, on the Black Hills subdivision, in Edgemont, South Dakota. The three-member roadway work group had been cleaning snow and ice from the track switch on the main track to prepare for the movement of a train that was to have its air brake system tested in a stationary test on the main track. The crew of the striking train sounded the train horn and bell, and both members of the train crew applied emergency braking; however, there was no response from the roadway work group, and the train was unable to stop before reaching the work location. At the time of the accident, the sky was clear, the wind was calm, and reported temperatures ranged from 13° to 18°F. ​The National Transportation Safety Board determines that the probable cause of the accident was the improper use of train approach warning by the BNSF Railway roadway work group to provide on-track safety. Contributing to the accident was incorrect information provided in the job briefing, including a miscalculated sight-distance assessment. Also contributing to the accident was the failure of BNSF Railway to provide the watchman/lookout with the necessary equipment to alert the work group of oncoming trains and equipment. Further contributing to the accident was the Federal Railroad Administration’s inconsistent enforcement of federal regulations requiring that railroads equip watchman/lookouts. As a result of this investigation, the National Transportation Safety Board makes four safety recommendations to the Federal Railroad Administration and three safety recommendations to BNSF Railway.]]></description>
      <pubDate>Thu, 13 Sep 2018 09:13:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1540715</guid>
    </item>
    <item>
      <title>Conrail Electronically Controlled Pneumatic Brake Revenue Service Test</title>
      <link>https://trid.trb.org/View/1531853</link>
      <description><![CDATA[This letter report, prepared by the Association of American Railroads (AAR), Transportation Technology Center (TIC), Pueblo, Colorado, covers the final report on the Conrail Electronically Controlled Pneumatic (ECP) Brake Revenue Service Test. The test report written by Conrail is attached. The Conrail revenue service ECP brake test was intended to investigate the possible benefits of ECP brakes. Mechanical repairs and energy consumption were tracked on the ECP train and on a nearly identical train in the same service (this train is referred to as the "placebo" train in the Conrail report). This report will also include the latest information on the ongoing Burlington Northern Santa Fe (BNSF) revenue service testing. The Conrail report covers five major areas: (1) energy consumption and coupler force data, (2) car control device (CCD) reliability, (3) percentage of operability under ECP brake control, (4) stuck brakes in the overlay mode, and (5) repair data. This letter report will address each of these areas.]]></description>
      <pubDate>Mon, 27 Aug 2018 17:23:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1531853</guid>
    </item>
    <item>
      <title>A Comparison of Railroad Ballast Elastic Modulus as Estimated from Lightweight Deflectometer (LWD) and Dynamic Cone Penetrometer (DCP)</title>
      <link>https://trid.trb.org/View/1496452</link>
      <description><![CDATA[A railroad test track was built at a BNSF Railroad facility in Topeka, KS for the purpose of evaluating the material properties of ballast under a variety of fouling and moisture conditions. This study reviews the results of lightweight deflectometer (LWD) and dynamic cone penetrometer (DCP) tests conducted at the test track with a specific focus on estimates of elastic modulus. Measurements were collected at fouling percentages of 30%, 20%, 10%, and 0% by mass with a water content range from near dry to field capacity. Based on the data collected, the LWD estimated elastic modulus correlated well to the DCP estimated elastic modulus over a depth range from 0 to 16 inches below top of rail ties. LWD measurements may be suitable for evaluation of railroad ballast when the measurement range of the LWD is similar to the ballast thickness and the ballast properties are homogeneous with respect to depth. If the ballast conditions are not homogeneous, in particular, if the ballast between the cribs has significantly different properties than the ballast below the ties, LWD measurements may not be suitable for evaluation.]]></description>
      <pubDate>Thu, 22 Mar 2018 12:03:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496452</guid>
    </item>
    <item>
      <title>A Method for Better Estimation of Motor Vehicle Crash Exposure at Highway–Rail Grade Crossings</title>
      <link>https://trid.trb.org/View/1496398</link>
      <description><![CDATA[Safety at Highway-rail grade crossing (HRGCs) is critical as these nodes in the transportation system are serve both highway and rail traffic. A crash at an HRGC could disrupt both highway and train traffic. Many models that provide an idea about the safety of HRGCs exist, starting with the Peabody Dimmick formula from the 1940s (1). Some of the common models include the New Hampshire Index (2), NCHRP Hazard Index (2), and USDOT Accident Prediction Formula (2). A staple ingredient of most such models is the annual average daily traffic (AADT). It is an estimate of vehicular use of roadways and serves as a measure of exposure of motor vehicles to crashes with trains in HRGC safety models. While AADT is a measure of vehicular activity, it is not an accurate estimate of vehicle exposure at HRGCs (3). This paper considers a conceptually more relevant measure of vehicular exposure to train-involved crashes at HRGCs—the portion of AADT that encounters trains at HRGCs. This is denoted as (AADT)TP in this extended abstract, where the subscript TP is for “train presence”. This research presents a simulation-based method to estimate (AADT)TP for a study location including its field validation and provides suggestions for future research for a more generalized validation of the method presented herein.]]></description>
      <pubDate>Thu, 22 Mar 2018 12:03:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496398</guid>
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