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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Load Capacity Evaluation of Existing Bridges – Simulation of Traffic Against Historical Design Loads</title>
      <link>https://trid.trb.org/View/1744716</link>
      <description><![CDATA[During the history of transportation road traffic volumes and vehicle weights have been continuously increasing, and design loads of bridges have been upgraded regularly in order to reflect better the impact of evolving traffic loads. At the moment Finnish regulation allows heavy vehicles up to 76 tons to use the whole road network, unless individual bridges fail the load capacity calculations and the bridge is posted. In addition, certain special vehicles are allowed to use the road network, and some specific routes are planned for HCT-vehicles up to 90-110 tons. This study compares the load model currently used for load capacity calculation of bridges to the design loads of different periods between 1950’s and present. The stresses caused by design load models are also compared with the stresses caused by simulated (actual) traffic. The simulated traffic consists of heavy vehicles according to the Finnish regulations and certain realistic population of heavy special vehicles permitted to use the road network. The special heavy vehicles included into the study are cranes, harvester transporters, stone crushers and high capacity trailers. In addition, some high capacity transportation vehicles (HCT) have been simulated. The comparison is made by simply comparing the stresses caused by characteristic and ultimate limits state design loads to each other. The results of this study can be used for the determination of appropriate design load for load bearing capacity calculations. Also, the study gives valuable information for the identification of the most vulnerable bridges in the extensive bridges stock depending the type and characteristics of the special vehicle and the individual bridge. In this article, the focus is on the basics of the study. The article was intended to be as easily approachable as possible and therefore some scientific details have been somewhat simplified.]]></description>
      <pubDate>Thu, 29 Oct 2020 09:35:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1744716</guid>
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      <title>Possibility of Increasing the Railway Capacity of the R106 Regional Line by Using a Simulation Tool</title>
      <link>https://trid.trb.org/View/1695154</link>
      <description><![CDATA[In this paper, emphasis is placed on the R106 regional line, given its relevance to the daily mobility of residents from the Zagorje region to the Croatian capital, Zagreb. The R106 railway, on the one hand, enables traffic to the railways of the neighbouring Republic of Slovenia, and on the other it is connection to the regional railway R201 Zaprešić - Varaždin and the international corridor M101 as a connection with Zagreb. Part of the R201 line is stock Zaprešić – Zabok, the section to which the R106 line connects and is currently being overhauled, electrified and equipped with modern signalling devices. Upon completion, it will be possible to utilize 50% more capacity of that section of the railway, but also to include it in the Zagreb sub-urban ring. This will increase mobility throughout the entire Zagorje region. Consequently, to meet the generated increase in demand, it will be necessary to increase the number of trains on line R106, but also to increase its existing capacity, as it will gain even more importance, both for regional traffic and for daily local migration of the population to go to business, administrative and other needs. In view of this, the paper describes mentioned specific circumstances, which give rise to the need for more detailed research and looks at the existing technical characteristics of the R106 line. Accordingly, additional measures are provided for rail and station security, whose impact on capacity will be determined through simulation using the Opentrack software package. The implementation of the proposed measures would contribute to increase the capacity of the R106 line, but also to increase its importance not only at regional level but also in the context of border and international traffic.]]></description>
      <pubDate>Tue, 26 May 2020 17:26:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1695154</guid>
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    <item>
      <title>LRN 2016 SPECIAL – high capacity vehicles and modal shift from rail to road: combining macro and micro analyses</title>
      <link>https://trid.trb.org/View/1502936</link>
      <description><![CDATA[This paper addresses a road transport policy of allowing high capacity vehicles (HCVs) on the roads. The purpose is to examine the effect reduced road transport costs from HCVs can have on a modal shift. Two studies of HCV implementation in Sweden were combined. A micro-based case study modelled the distribution network of a major retailer in scenarios based on actual cost and flow data. A macro analysis was conducted of the cross-elasticity between rail and road combined with detailed price changes for lorries considering the product characteristics in different industries. The results show the long-term effects of HCVs on the modal shift for heavier, and heavier and longer vehicles. The combined approach triangulates the results and highlights the effects of logistics decision-making, transport network characteristics, and time. It emphasises linkages between modal shift and road transport efficiency, price reductions, geographical characteristics, product types, train organisation, and the capacity of HCVs.]]></description>
      <pubDate>Mon, 14 May 2018 13:42:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502936</guid>
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      <title>The Economics of Crowding in Rail Transit</title>
      <link>https://trid.trb.org/View/1479833</link>
      <description><![CDATA[The authors model trip-timing decisions of rail transit users who trade off crowding costs and disutility from traveling early or late. With no fare or a uniform fare, ridership is too concentrated on timely trains. Marginal-cost-pricing calls for time-dependent fares that smooth train loads and generate more revenue than an optimal uniform fare. The welfare gains from time-dependent fares are unlikely to increase as ridership grows. However, imposing time-dependent fares raises the benefits of expanding capacity by either adding trains or increasing train capacity. The authors illustrate these results by calibrating the model to the Paris RER A transit system.]]></description>
      <pubDate>Tue, 29 Aug 2017 10:13:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479833</guid>
    </item>
    <item>
      <title>Materials and Infrastructures 2</title>
      <link>https://trid.trb.org/View/1429522</link>
      <description><![CDATA[The subject matter for this book is so large that it requires two volumes with six parts. The second volume presents the second three parts and the fourth part describes Recycling and Sustainability Issues and the table of contents lists the chapter titles as: Introduction to European COREPASOL Project on Harmonizing Cold Recycling Pavement Techniques;  Technical Performance and Benefits  of Recycling of Reclaimed Asphalt Containing Polymer-modified Binder in Premium Surface Layers; Case Study: Increasing the Percentage of Recycled Asphalt; Evaluation of Long-term Glass-grid Test Section using a Unique Method; Effect of Using of Reclaimed  Asphalt and/or Lower Temperature Asphalt on the Availability of the Road Network; and Brazilian Road Deterioration Test: Final Report. The fifth part describes Railways and Inland Navigation and the table of contents lists the chapter titles as: Application of Different Methods for Rehabilitation of Existing Transition Zones on Old Railway Lines; CAPACITY4RAIL: Toward a  Resilient, Innovative and High-capacity  European Railway System for 2030/2050; Secondary Stiffness of Fastening Clips: Influence on the Behavior of the Railway Track Panel; A New Asset Management Approach for Inland Waterways;  and Three Dimensional (3D) Numerical Simulation of  Convoy-generated Waves and Sediment Transport in Restricted Waterways. The sixth part describes Climate Resilient Roads and the table of contents lists the chapter titles as: Potential Impact of Climate  Change on Porous Asphalt with a Focus on Winter Damage; Risk Assessment of Highway Flooding in the Netherlands; Adaptation of the Road Infrastructure to Climate Change; The Impacts of Climate Change on Pavement Maintenance in Queensland, Australia; and Design Guideline for a Climate Projection Data Base and Specific Climate Indices for Roads: CliPDaR.]]></description>
      <pubDate>Tue, 29 Nov 2016 17:04:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1429522</guid>
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      <title>Hybrid Railway Power Quality Conditioner for High-capacity Traction Substation with Auto-tuned DC-link Controller</title>
      <link>https://trid.trb.org/View/1423097</link>
      <description><![CDATA[Power quality was always a major concern in designing an electric supply system for railways. Since electric railcars are usually single-phase loads, they draw high amounts of negative sequence component of currents, in addition to harmonic contents and transient currents. Therefore, many compensation methods were examined to improve the power quality indices. The active power quality conditioner (APQC) can be considered as an ideal compensator for high-speed railway, which contains a three-phase converter connected to the traction substation through a step-down transformer. However, with the growth of railway loads, the nominal rating of the solid-state high-frequency switches of APQC increases seriously, which in turn, results in an exponential growth of the cost of power-electronic switches. Therefore, for a very high-capacity railway system, it is not economic to apply an APQC. As a solution, a combination of APQC with the static VAr compensator is proposed in this study, which reduces the rating of APQC, and improves the power quality of the system. Simulation results validate the pre-defined hypothesis. Moreover, the performance of APQC depends on the direct current (DC)-link operation, for which genetic algorithm optimisation has been applied to obtain an optimum design of a stable DC-link voltage.]]></description>
      <pubDate>Wed, 21 Sep 2016 14:44:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1423097</guid>
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    <item>
      <title>Using Profit-Maximizing Capacity Framework and Models for Railway Capacity Management</title>
      <link>https://trid.trb.org/View/1410405</link>
      <description><![CDATA[The booming demand for rail services presents a challenge to railway capacity worldwide. Rail infrastructure managers are facing critical issues regarding how to efficiently utilize track resources and possibly optimize the allocation of track capacity. The traditional definition of rail capacity is usually based on the maximum number of trains that can be operated in a section of track in a given period. The unit (trains/h or trains/day) does not reflect the train types or consider the revenue generated by each train. To overcome these limitations, this research proposed a new concept, profit-maximizing capacity (PMC), and established corresponding framework and models to maximize the profit generated from capacity according to demand and system characteristics. Computational results from the case studies demonstrate that the optimal usage of the rail infrastructure can be obtained through the use of PMC framework and models. Compared to the conventional capacity management strategy, the developed method can provide substantial benefit from more efficient track utilization and capacity allocation. Using this framework can help infrastructure managers formulate better capacity management strategies, thereby leading to a more efficient and sustainable railway system.]]></description>
      <pubDate>Tue, 28 Jun 2016 16:22:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1410405</guid>
    </item>
    <item>
      <title>A simulation tool to support signalling and train control design for high-capacity railways</title>
      <link>https://trid.trb.org/View/1236944</link>
      <description><![CDATA[This paper describes the development of a simulation tool that can model train movement under both perturbed and steady state service conditions.  It specifically targets the application to support scheme-design for resignalling part of the Victoria Line London Underground.]]></description>
      <pubDate>Thu, 18 Jul 2013 13:47:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1236944</guid>
    </item>
    <item>
      <title>Rail research projects: Case studies</title>
      <link>https://trid.trb.org/View/1246648</link>
      <description><![CDATA[This paper presents eight research projects developed during an intensive rail programme. The projects are as follows: Comparative Assessment of the Impacts of Rail Deregulation on Rail Transport Performance; Overcoming the intermodal transport barriers; Standing seats for high-capacity trains; Logistics principals for efficient rail systems; Access charge systems in European countries; Efficient energy use for sustainable rail transport; Analysis of Rail Yard and Terminal Performances; and Urban freight movement by rail. For each project a short description is provided covering the project key components, including the aims, objectives, methodology, results and the conclusions.]]></description>
      <pubDate>Mon, 15 Apr 2013 13:15:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1246648</guid>
    </item>
    <item>
      <title>From Freight Rail to Light Rail: The Metro Harbor Subdivision Transit Corridor</title>
      <link>https://trid.trb.org/View/1122768</link>
      <description><![CDATA[The Harbor Subdivision freight rail corridor used to be the main access for the BNSF Railway into the ports of Los Angeles and Long Beach, carrying over 25 trains per day at its peak. But with the opening of the grade-separated, freight-dedicated Alameda Corridor in 2002, nearly all freight traffic shifted off the Harbor Subdivision. The corridor, which is now owned by the Los Angeles County Metropolitan Transportation Authority (Metro), runs through twelve cities in the South Bay area and is an excellent candidate for the future introduction of high-capacity transit service. Metro initiated an Alternatives Analysis (AA) study in May 2008 to study the suitability of the Harbor Subdivision for future transit service. This study faced several unique challenges due to the diverse nature of the study area cities and corridor operations. Challenges included the extensive length of the corridor (26 miles from downtown Los Angeles to the ports), which led to a large number of potential transit alternatives, 96 at-grade crossings, and Federal Railroad Administration (FRA)-compatibility and operations issues since there is still limited heavy freight service in the corridor. Measure R, a sales tax measure passed by Los Angeles County voters in 2008, provides partial funding for three proposed projects along the Harbor Subdivision corridor. Major effort has recently been undertaken to prioritize future projects in LA County, and the implementation strategy for the Harbor Subdivision is a key component of this process. With the approval of the Harbor Subdivision AA Study in December 2009, work is now progressing on the preparation of a Draft Environmental Impact Statement / Environmental Impact Report (EIS/EIR) for a segment which is called the “South Bay Metro Green Line Extension.” This is the highest priority project in the Harbor Subdivision corridor, an extension of the existing Metro Green Line light rail service into the South Bay. The Harbor Subdivision, which once served as the main industrial corridor in the South Bay, is now poised to reemerge as its main high-capacity transit artery.]]></description>
      <pubDate>Tue, 29 Nov 2011 13:43:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1122768</guid>
    </item>
    <item>
      <title>It's not just about running longer trains</title>
      <link>https://trid.trb.org/View/1117349</link>
      <description><![CDATA[A vice president of Canadian Pacific explains why investing in advanced technology to operate longer trains through difficult terrain helps the railway to raise capacity, improve safety, and reduce operating and maintenance costs. Key elements to the success are top-of-rail lubrication and the widespread implementation of distributed power. Highly-advanced train modelling software is also required, for both safety and efficiency reasons. Benefits include fuel efficiency, fluidity, network capacity and service performance.]]></description>
      <pubDate>Wed, 28 Sep 2011 09:28:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1117349</guid>
    </item>
    <item>
      <title>Development and Application of Rail Transit Capacity Models in Taiwan</title>
      <link>https://trid.trb.org/View/1093354</link>
      <description><![CDATA[Rail transit systems are often the backbone of the transportation system in major cities; hence, the quality of the systems usually has a substantial impact on overall transportation efficiency. The assessment of the level of service and rail capacity plays an important role in monitoring the performance of an existing system and determining whether to undertake new resource planning projects. In this study the general concepts in the TCRP "Transit Capacity and Quality of Service Manual" were adopted, followed by the development of a set of comprehensive capacity models with consideration of modern signaling systems and a complete set of possible movements at critical track layouts. These models were implemented and validated by rail transit operators in Taiwan according to the operational data and practices. The proposed capacity models can help rail transit operators with similar operational environments to monitor their systems’ performance and identify critical bottlenecks.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093354</guid>
    </item>
    <item>
      <title>The Need for High Capacity PRT Standardization</title>
      <link>https://trid.trb.org/View/920204</link>
      <description><![CDATA[The development of personal rapid transit (PRT) technology is now proceeding into the proliferation phase. Numerous companies are developing PRT systems that vary profoundly from the original concepts. While this process is both natural and desirable, it is also disruptive to the effort to commercialize PRT on a sustainable worldwide market basis. Of particular concern is the division of the technology into Low Capacity PRT which has adopted the APM Standard Operating Criteria and High Capacity PRT which rejects that APM Criteria. The author considers that LCPRT is ultimately not financially viable, and urges that PRT be standardized according to the HCPRT Criteria, even if used for initially low capacity applications. The argument often heard, that it is too early to standardize PRT is offset by the development of computer aided design which can telescope the rational evaluation of numerous technologies in a short time framework.]]></description>
      <pubDate>Mon, 28 Jun 2010 07:44:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/920204</guid>
    </item>
    <item>
      <title>Paris Prepares for the Spacium Age</title>
      <link>https://trid.trb.org/View/871526</link>
      <description><![CDATA[The Spacium 3.06 is Bombardier's new emu, the first of a new generation of commuter trains being introduced into the French region known as Ile de France (Paris). The Spacium was designed to provide, within the loading gauge, significantly wider, higher capacity trains. An insert provides technical data on the Spacium eight-car train. Maintenance concerns are discussed.]]></description>
      <pubDate>Tue, 21 Oct 2008 08:50:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/871526</guid>
    </item>
    <item>
      <title>Installation, Renewal and Maintenance of Overhead Catenary Systems by Means of a Specially Designed Catenary Installation and Renewal Machine</title>
      <link>https://trid.trb.org/View/810092</link>
      <description><![CDATA[The authors discuss new planning parameters and installation and maintenance strategies for high-speed and high-capacity railway line overhead catenary systems, on which increasing demands regarding availability, operating safety, reliability, and quality are being placed. Emphasis is on various European operations. New modern work machinery requirement profiles have resulted from the development of optimized catenary installation working procedures in view of installation time shortening and cost reductions. The authors examine the Plasser & Theurer catenary installation and renewal machine (FUM), specially designed to meet requirements. They conclude that the new method described offers a good rate of return on investment; a track possession reduction; an operational hindrance cost reduction; a service life extension; and a cost reduction.]]></description>
      <pubDate>Tue, 19 Jun 2007 08:27:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/810092</guid>
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