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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Locomotive Team Productivity as a Criterion for Optimal Locomotive Fleet Management</title>
      <link>https://trid.trb.org/View/2407936</link>
      <description><![CDATA[The problem of the transportation process technological regulation within the framework of extraterritorial models for managing locomotive fleets can include solving the complex problem of finding the optimal parameters for controlling the work of locomotive crews serving the train operation of freight traffic within the specific territory boundaries. The purpose of this study was to substantiate the feasibility of including such basic criteria for solving this problem as the average daily productivity of the locomotive fleet, labor productivity indicators of locomotive crews, as well as to develop an approach to modeling the crews’ working time. It is proposed to consider the maximum labor productivity of the locomotive crews’ workers contingent at the specific territory in freight and passenger traffic and the value of their hourly output as one of the criteria for the train operation management quality. It is possible to control the characteristics of the locomotive crews’ labor productivity through the cycle time of their work. It is shown that the choice of a rational cycle time allows the alignment and synchronization of the production operations’ duration for performing gross ton-kilometer work. In this regard, the opportunities for modeling the value of the locomotive crews’ operating time on the basis of the study of factors that have both a random and constant influence on the takt time appear.]]></description>
      <pubDate>Thu, 21 Aug 2025 09:19:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407936</guid>
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    <item>
      <title>Research of Mathematical Model of Movement of Six-Axle Locomotives with Controllable Wheelsets Installation</title>
      <link>https://trid.trb.org/View/1975152</link>
      <description><![CDATA[Research of mathematical model of movement of six-axial locomotive with controllable wheelsets installation. Based on the general system of nonlinear variable coefficient differential equations of the vehicle movement in a rail track with inequalities in plan, the mathematical model of movement dynamics of locomotive of improved design with the axial formula 3₀-3₀ as an object of automatic control of the wheelsets position in the rail track is considered. Movement simulation is performed on the example of a six-axle locomotive at the speeds of movement and parameters of the curvilinear track sections, which coincide with the conditions of the experiment presented in the thesis work of V. N. Yazykov. The article presents research results of the mathematical model of movement of the improved locomotive bogie with controllable wheelsets installation in the curvilinear track sections using the Matlab/Simulink software package. The results of experimental studies of the All-Russian Scientific-Research and Design Technological Institute of Rolling Stock and the performed theoretical studies show that the efficiency of the improved system for controlling the wheelset position is higher than that of the serial design, in all modes of movement. The improved system of automatic control of wheelsets position makes it possible to reduce guiding forces by 35%. The possibility of using the mathematical model of locomotive movement of the axial formula 3₀-3₀ of improved bogie design with axle-box links of adjustable length, taking into account the dynamics of the automatic control system of the wheelsets installation in the rail track, is theoretically substantiated. The theoretical research found out the reduction of lateral forces in the improved bogie design during the passage of curvilinear track sections. The use of the explored mathematical model of locomotive movement reduces the volume and complexity of research works, as well as increases the reliability of engineering calculations when designing new and improving existing designs of the locomotive underframe.]]></description>
      <pubDate>Tue, 19 Dec 2023 09:14:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975152</guid>
    </item>
    <item>
      <title>On a Real-World Railway Crew Scheduling Problem</title>
      <link>https://trid.trb.org/View/1927095</link>
      <description><![CDATA[A railway company has to deal with many interrelated planning tasks. In this work the authors consider the Railway Crew Scheduling Problem (RCSP) for the Rail Cargo Austria (RCA), which is the largest railway company for freight transportation in Austria and one of the largest in Europe. The RCSP aims for determining the most efficient combination of shifts. For RCA’s purposes these are shifts for engine drivers. A shift consists of a sequence of consecutive scheduled trips of locomotives and tasks over a given period of time. Each trip must be covered by exactly one shift while operational, legal and labor constraints are satisfied. The RCSP is known to be difficult to solve and there exists a wide range of solution approaches resulting from many research activities. The authors present and investigate a matheuristic to tackle the RCSP. The authors  use a breadth-first search construction heuristic and formulate a Set Partitioning Problem with the aim of minimizing the overall paid working time, while all RCA specific constraints are incorporated. Although schedule efficiency and employee satisfaction are in general conflicting, a cost-efficient schedule will not be implemented if it does not reach acceptance of the crew. In a computational study the authors  evaluate the proposed approach on it’s practical applicability on real-world data provided by RCA, based on the Austrian railway network. The focus is on analyzing the effects of different conditions on crew schedules. In the course of this evaluation the authors  make use of algorithms from previous work on the Locomotive Scheduling Problem (LSP), tailored to RCA’s demands. The LSP is concerned with assigning locomotives to a train schedule while costs are minimized, and the obtained optimal locomotive schedule forms the input for the RCSP. This work provides the basis for a succeeding planning tool, as soon as the locomotive schedule was determined.]]></description>
      <pubDate>Wed, 13 Apr 2022 09:37:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1927095</guid>
    </item>
    <item>
      <title>Solving a real-world Locomotive Scheduling Problem with Maintenance Constraints</title>
      <link>https://trid.trb.org/View/1866433</link>
      <description><![CDATA[This work addresses the Locomotive Scheduling Problem with Maintenance Constraints (LSPM). The basic Locomotive Scheduling Problem (LSP), which depicts one of the most crucial optimization problems occurring in the railway industry, aims at assigning a fleet of locomotives to a set of scheduled trains such that the overall costs are minimized. As the rolling stock represents one of the main costs of a rail company, the focus lies on maximizing the utilization of the locomotives. This requires the incorporation of special maintenance constraints that increase the computational difficulty of the problem significantly. In their previous work, the authors proposed a Mixed-Integer Linear Programming formulation for solving the LSPM and continue in this paper by investigating different heuristic solution approaches, i.e., an Overlapping Rolling Horizon Approach and a Two-Stage Matheuristic (2SMH). In the objective function, realistic costs for deadheading, the number of used locomotives and maintenance jobs are taken into account. An extensive computational study is conducted on instances with up to 2,290 trains derived from real-world data provided by RCA, the largest Austrian rail company for freight transportation. All solution approaches are analyzed in detail and compared against each other in order to show their benefits and disadvantages. The authors show that their approaches are capable of delivering high-quality solutions within short computation times. In fact, the performance of the 2SMH qualifies it to form the basis of a large scale real-time application to support railroad managers in their daily operations.]]></description>
      <pubDate>Wed, 29 Sep 2021 09:30:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1866433</guid>
    </item>
    <item>
      <title>We've Got Gas!</title>
      <link>https://trid.trb.org/View/1725469</link>
      <description><![CDATA[This article profiles the industry's first compressed natural gas (CNG) locomotive fuel tender, which has been developed by CNGMotive, Inc.  A revenue service test will be conducted on the tender by Norfolk Southern. The CNGMotive tender carries multiple CNG cylinders that hold methane gas at a high supply pressure to enable the transport of the required amount of fuel to operate the locomotives between refueling operations. CNGMotive predicts that CNG locomotive operations may contribute to a significant reduction in particulate matter as well as a reduction in carbon dioxide, as compared to diesel.]]></description>
      <pubDate>Mon, 28 Sep 2020 09:40:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1725469</guid>
    </item>
    <item>
      <title>Teamwork in Railroad Operations and Implications for New Technology</title>
      <link>https://trid.trb.org/View/1678739</link>
      <description><![CDATA[This report examines teamwork processes that contribute to railroad operation safety. It integrates findings from previously conducted Cognitive Task Analyses (CTAs) that analyzed the cognitive and collaborative work of dispatchers (Roth, Malsch, and Multer, 2001), roadway workers (Roth and Multer, 2007), locomotive engineers (Roth and Multer, 2009) and freight train conductors (Rosenhand, Roth and Multer, 2012). Examples from these CTAs illustrate how elemental teams (e.g., train crews) as well as distributed teams (e.g., dispatchers, roadway workers, and train crews) engage in informal cooperative activities that increase overall system efficiency, safety, and resilience in the face of unanticipated events. Examples, including an introduction of digital communication technology (e.g., datalink) and Positive Train Control (PTC), are used to illustrate how new technologies can enhance teamwork processes or disrupt them depending on how they are designed and implemented. The results highlight the importance of analyzing teamwork and considering support for teamwork processes as part of human system integration (HSI). It illustrates how CTAs can be used to uncover undocumented informal teamwork processes that contribute to safe and efficient performance, and to guide the development and implementation of new technology to enhance effective teamwork and avoid disrupting critical team processes that contribute to overall system safety.]]></description>
      <pubDate>Wed, 22 Jan 2020 15:44:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1678739</guid>
    </item>
    <item>
      <title>Adaptive Model Predictive Control for Cruise Control of High-Speed Trains with Time-Varying Parameters</title>
      <link>https://trid.trb.org/View/1603813</link>
      <description><![CDATA[The cruise control of high-speed trains is challenging due to the presence of time-varying air resistance coefficients and control constrains. Because the resistance coefficients for high-speed trains are not accurately known and will change with the actual operating environment, the precision of high speed train model is lower. In order to ensure the safe and effective operation of the train, the operating conditions of the train must meet the safety constraints. The most traditional cruise control methods are PID control, model predictive control, and so on, in which the high-speed train model is identified offline. However, the traditional methods typically suffer from performance degradations in the presence of time-varying resistance coefficients. In this paper, an adaptive model predictive control (MPC) method is proposed for cruise control of high-speed trains with time-varying resistance coefficients. The adaptive MPC is designed by combining an adaptive updating law for estimated parameters and a multiply constrained MPC for the estimated system. It is proved theoretically that, with the proposed adaptive MPC, the high-speed trains track the desired speed with ultimately bounded tracking errors, while the estimated parameters are bounded and the relative spring displacement between the two neighboring cars is stable at the equilibrium state. Simulations results validate that proposed method is better than the traditional model predictive control.]]></description>
      <pubDate>Wed, 18 Sep 2019 09:17:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1603813</guid>
    </item>
    <item>
      <title>Optimization Method of Locomotive Working Diagram Layout</title>
      <link>https://trid.trb.org/View/1603811</link>
      <description><![CDATA[Rational scheduling of locomotive paths (the locus of the locomotive point in the train working diagram) is an important step in drawing a locomotive working diagram by a computer. But there are some problems in this process, such as the computer usually drawing a locomotive path that overlaps with another locomotive path (in the circumstances, the actual users of the locomotive working diagrams often misread the locomotive planning). At present, there are many studies about assigning sets of locomotives to each train in a preplanned train schedule; in contrast, the studies of visualizing the locomotive planning are relatively rare. Through investigating the locomotive working diagram users, this paper points out that the layout of locomotive paths should put the distance between lines being as large as possible and should put the number of the intersection between lines being as few as possible as the optimization aim which is based to solve the problem of the lines overlap or the problem of the lines beyond the margins for drawing the locomotive paths. This paper also builds the optimization model of locomotive working diagram layout. Based on determining the position of locomotive paths which can be delineated, a genetic algorithm is used to solve the optimizing model of locomotive working diagram layout in this paper. An example of a train working diagram with 36 trains is given at the end of the paper, which indicates that the optimization model of locomotive working diagram layout can better solve the problem of locomotive planning visualization.]]></description>
      <pubDate>Wed, 18 Sep 2019 09:17:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1603811</guid>
    </item>
    <item>
      <title>Evaluation of Locomotive Emissions Reduction Strategies</title>
      <link>https://trid.trb.org/View/1636475</link>
      <description><![CDATA[Older diesel locomotives may have higher per passenger mile emission rates of nitrous oxide (NOx) and particulate matter (PM) compared to other transport modes. Therefore, to reduce human exposure to train-generated air pollution, measures to reduce emissions from existing locomotives are desirable. Fuel use and emission rates (FUER) depend on exhaust after-treatment technology, locomotive operation, and fuels. Variation in locomotive operation results in spatial variation of FUER along the route. Thus, there could be hotspot locations with high emissions. Switching fuels to biodiesel blends affects FUER due to differences in fuel physical and chemical properties. Here, interactions between technology, operation, and fuels were evaluated. Rail yard (RY) and over-the-rail (OTR) measurements were conducted using portable emission measurement system (PEMS) to quantify FUER. Data from multiple measurements were time-aligned and screened for errors. RY measurements included three replicates of a predefined test schedule. OTR measurements included 6 one-way trips on the Piedmont rail route between Raleigh, NC and Charlotte, NC. The retrofit of a selective catalytic reduction-based Blended exhaust After Treatment System (BATS) for controlling NOx emissions was evaluated based on RY measurements. Simultaneously, PEMS-based emission rates were benchmarked to a Federal equivalent method (FEM). The effect of operation was assessed by comparing one-way trips with the highest and lowest trip total fuel use and emissions. Spatial variability in FUER was compared to spatial variability in train speed, acceleration, rail-grade and rail curves. In prior work, FUER were quantified for several blends of biodiesel and diesel. Less than 1% of the data were excluded during screening. PEMS-based emission rates of carbon dioxide (CO₂), NOx and PM were highly correlated with the FEM. BATS is highly recommended for reducing NOx emissions. Efficient locomotive operation including fewer notch changes and avoiding rapid accelerations and decelerations is recommended for reducing trip total fuel use and emissions. A 20 percent blend of biodiesel in diesel is effective in reducing CO, HC and PM emission rates. A combination of technology, operation and fuels is highly recommended to simultaneously reduce fuel use and emissions of CO, HC, NOx and PM. This research demonstrates that PEMS-based measurements are reliable for quantifying the effect of technology, operation and fuels on FUER.]]></description>
      <pubDate>Wed, 24 Jul 2019 22:35:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1636475</guid>
    </item>
    <item>
      <title>Model to Calculate the Optimal Mode of Train Locomotives Turnover</title>
      <link>https://trid.trb.org/View/1487609</link>
      <description><![CDATA[A model to calculate the optimal work modes of train locomotives while serving train flows is proposed. The model is a further development of the dynamic transportation problem. Parameters of train movement and locomotive utilization are published. Both locomotive turnover and train schedules are produced. Useful utilization of locomotives increases from 70% to 90-95%. This allows the reduction of several thousands of train locomotives.]]></description>
      <pubDate>Wed, 27 Dec 2017 10:24:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1487609</guid>
    </item>
    <item>
      <title>Locomotives and Rail Road Transportation: Technology, Challenges and Prospects</title>
      <link>https://trid.trb.org/View/1472420</link>
      <description><![CDATA[This book is intended to serve as a compendium on the state-of-the-art research in the field of locomotives and rail road transport. The book includes chapters on different aspects of the subject from renowned international experts in the field. The book looks closely at diesel engine locomotives and examines performance, emissions, and environmental impact. The core topics have been categorised into four groups: general topics, efficiency improvement and noise reduction, alternate fuels for locomotive traction, and locomotive emission reduction and measurement. The book offers an excellent, cutting-edge resource for researchers working in this area.  The book will also be of use to professionals and policymakers interested in locomotive engine technologies and emission standards.]]></description>
      <pubDate>Tue, 29 Aug 2017 10:13:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1472420</guid>
    </item>
    <item>
      <title>New Interpretation of Process of Formation of Tractive Effort of the Locomotive</title>
      <link>https://trid.trb.org/View/1467058</link>
      <description><![CDATA[The objective of this work is to specify the gear of formation of tractive effort of the wheel-motor block of a locomotive.  On the basis of classical provisions of theoretical mechanics and the fundamental theory of kinematics, new reading of the gear of education and calculation of power criteria which allow to model a priori dynamics of interaction of the rolling stock and a way is offered. The new view on the gear of formation of tractive effort allows to specify criteria of dynamics of the movement of the wheel-motor block of the locomotive]]></description>
      <pubDate>Fri, 26 May 2017 11:30:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1467058</guid>
    </item>
    <item>
      <title>Maneuver Movements’ Safety Increase Using Maneuver Locomotive Identification and Distance Control</title>
      <link>https://trid.trb.org/View/1455212</link>
      <description><![CDATA[In the article considered different safety support systems to control railway transport movements. Are analyzed some systems working algorithms, especially ERTMS and ITARUS-ATC systems. Considering the above-mentioned systems functionality, a special attention made to use existing algorithms to make maneuvers. Maneuver movements specification, which are conditioned with shunt sections and paths high concentration, led the authors of article seek for a new approaches and algorithms, to control maneuver locomotives. In the article is proposed maneuver locomotives identification and distance control, using RFID technologies passive sensors.]]></description>
      <pubDate>Fri, 26 May 2017 09:09:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1455212</guid>
    </item>
    <item>
      <title>Improvement of Working Conditions of the Freight Locomotive Running Gear</title>
      <link>https://trid.trb.org/View/1442718</link>
      <description><![CDATA[To improve the working conditions of the electric locomotive running part, it is necessary to decrease unsprung masses, lateral loads and the angle of attack and provide the third body with proper tribotechnical properties. A new scheme of the freight electric locomotive running gear is elaborated in the work, which ensures a decrease of unsprung masses, relative sliding of a wheel on the rail and an angle of attack that provides resistance to the destruction of the third body in the contact zone.]]></description>
      <pubDate>Wed, 25 Jan 2017 15:30:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1442718</guid>
    </item>
    <item>
      <title>Modeling and Validation of Gatimaan Express with Matlab/Simulink</title>
      <link>https://trid.trb.org/View/1425733</link>
      <description><![CDATA[This paper presents modeling and validation of Gatimaan Express, a superfast train which will be running from New Delhi to Agra Cantonment at the speed of 160 kmph and will cover 205 km in 105 minutes. It will have 12 air conditioned coaches with one locomotive class WAP5. In the current study, mathematical model with one locomotive classWAP5, one generator van, one second class chair car and one executive chair car is presented in this paper. The overall 152 (4 × 38) degree of freedom model is developed in Matlab/Simulink. The vertical and lateral track irregularities are the inputs to the system, based on ORE B176 standard with high rail irregularities. Research Designs and Standards Organisation (RDSO) provided data pertaining to the track geometry and velocity measurements as well as actual run data of lateral and vertical accelerations of locomotive WAP5, generator van, second class chair car and executive chair car. The vertical and lateral accelerations of locomotive, generator van, second class chair car and executive chair car of Gatimaan Express model are compared with the available measured sample data.]]></description>
      <pubDate>Tue, 25 Oct 2016 09:59:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1425733</guid>
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