<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>European passenger rail innovation and the competition from electric cars</title>
      <link>https://trid.trb.org/View/2732508</link>
      <description><![CDATA[The European rail sector has united within the Shift2Rail programme to develop new technologies to increase the competitiveness of European rail. However, technological development, such as electrification, is also rapid in the road sector. Here, we model the effects of Shift2Rail innovations on rail market shares for three passenger transport use cases: high-speed, regional, and metro corridors. We find that Shift2Rail innovations could increase high-speed and regional rail market shares substantially in the scenario without the high penetration of electric cars, but only moderately when there is high penetration of electric cars. Since the competition from electric cars will increase over time, the best chance of sustaining or increasing the rail market share lies in the near future. Our results further suggest that electric cars are less competitive in congested metropolitan areas and hence pose less of a threat to metro corridors.]]></description>
      <pubDate>Wed, 12 Aug 2026 15:14:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732508</guid>
    </item>
    <item>
      <title>The third phase of the liberalisation of European long-distance passenger railways</title>
      <link>https://trid.trb.org/View/2719442</link>
      <description><![CDATA[More than 15 years after the first cases of open-access competition in the European long-distance passenger railways, the liberalisation process of this sector is still evolving towards an increasingly articulated and competitive configuration. Since 2020, the evolution of this process has shifted towards new forms, as demonstrated by the opening of the French and Spanish domestic markets. In this paper, a case-based analysis is carried out comparing supply and price variations from 2019 to 2024 for a large number of routes across Europe. Starting from a single broad dataset of railway fares, the study is organised in seven different cases. Each one is representative of one market and describes its peculiar features or issues also considering the specific geographic context. The analysis is then framed in the wider and long-term liberalisation process of the sector, which is here intended as made up of three different phases. An early phase has been characterised by small private newcomers trying to break into niche markets, with infrequent success. A second wave of entries followed, with the incumbents of some countries facing localised but intensive competition from a few private undertakings. The third phase, object of study in this paper, sees, for the first time, some incumbents entering foreign domestic markets as competitors. Product differentiation is, in these last cases, used by the former monopolists to face the new competitive environment. Besides this, the newcomers of the second phase, now consolidated, progressively enlarge their networks, often towards international destinations.]]></description>
      <pubDate>Mon, 27 Jul 2026 11:16:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2719442</guid>
    </item>
    <item>
      <title>Competition, efficiency and productivity in the long-distance British passenger rail market</title>
      <link>https://trid.trb.org/View/2686809</link>
      <description><![CDATA[The Railways Act 1993 privatised the British rail industry and introduced competitive tendering and open access operation to the long-distance passenger sector. This paper discusses the different forms of competition this introduced, with the key research question posed is whether the reforms to the British long-distance passenger rail sector produced outcomes consistent with a competitive market. The tools used to address this issue are efficiency and productivity assessments. Covering the period 1996 to 2023, efficiencies are estimated using corrected ordinary least squares, before Malmquist productivity indices are calculated. The results show strong gains in productivity over most of the period for both franchised and open access operators, which would be consistent with competitive market pressures. A noticeable difference however is found between how these have been achieved between the two types of operator. The possible retention of open access operations and an independent rail regulator are then discussed in the context of the Railway Passenger Services (Public Ownership) Act 2024 and future British rail policy.]]></description>
      <pubDate>Wed, 15 Jul 2026 15:05:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686809</guid>
    </item>
    <item>
      <title>Indirect Monitoring of Frequencies of a Multiple Span Bridge Using Acceleration Responses Collected From a Passenger Train</title>
      <link>https://trid.trb.org/View/2671829</link>
      <description><![CDATA[In this paper, a field study is carried out to monitor the natural frequencies of Malahide viaduct bridge which is located in the north of Dublin. An indirect bridge monitoring approach is employed is this paper, in which the acceleration responses from an instrumented train are used to estimate the natural frequencies of each span of the viaduct. An Ensemble Empirical Mode Decomposition (EEMD)-based Hilbert Huang Transform (HHT) technique is employed to identify the natural frequency of each span from the signals indirectly measured on the train. This is carried out by calculating the average of the Instantaneous Frequencies (IFs) using 41 runs of the instrumented train. To assess the feasibility of the indirect approach, direct monitoring approaches were also implemented using accelerometers attached to the spans of the viaduct. The measurements were carried out in twelve stages. In each stage, a different span was instrumented and monitored using five accelerometers placed on that span. The free and forced vibrations from each span are used to estimate the first natural frequencies. The frequencies obtained from drive-by measurements are compared to those from direct measurements which confirms the effectiveness of indirect approaches and shows the locations of the two replaced spans with higher stiffness that have higher natural frequencies compared to other spans. This full-scale approach expands the potential for applications of bridge–vehicle dynamic interaction responses, along with their ability to be demonstrators of successful implementations of decisions on public infrastructure.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671829</guid>
    </item>
    <item>
      <title>Using Accelerometers on an In-Service Train to Detect Bridge Damage and Repair</title>
      <link>https://trid.trb.org/View/2671031</link>
      <description><![CDATA[One pier and two spans of Malahide Viaduct (Dublin, Ireland) were replaced in 2009 due to bridge scour failure. The new (replaced) parts of the structure are considerable stiffer than the rest of it. An in-service passenger train, instrumented with accelerometers, collected vibration data as it crossed the repaired bridge that serves the Dublin-Belfast railway line. This paper reports on an analysis of the bogie vertical acceleration data. Vibration data collected from 41 train crossings were analysed in the time and frequency domains. Results show that there is (visual) evidence that the stiffened spans vibrate less than the rest of the bridge as the train crosses. Multiple signal responses, grouped by train velocity, add to the evidence of a stiffer section of the bridge where two spans were replaced. Moreover, the observed signals have good spatial repeatability, despite the fact that the effect of load is also acknowledged to have an impact. Overall, the results suggest that instrumented trains can be successfully used for continuous condition monitoring of the railway infrastructure and, consequently, for detecting damage or rehabilitation needs.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2671031</guid>
    </item>
    <item>
      <title>Florida Intercity Passenger Rail “Vision Plan”: Executive Report</title>
      <link>https://trid.trb.org/View/2711603</link>
      <description><![CDATA[The Florida Intercity Passenger Rail “Vision Plan” Executive Report presents a 2006 framework for developing a statewide intercity passenger rail system in Florida through incremental investment in existing freight rail corridors, highway rights-of-way, and new dedicated passenger infrastructure. Prepared for the Florida Department of Transportation, the report responds to rapid population growth, rising intercity travel demand, and increasing constraints on highway and airport expansion. It evaluates two principal alternatives: an Inland Route using mainly CSX and the South Florida Rail Corridor to connect Miami, Orlando, Tampa, and Jacksonville; and a Coastal Route using the Florida East Coast Railway corridor, the South Florida Rail Corridor, the Beachline Expressway, and I-4 to serve East Coast markets while linking Jacksonville, Orlando, Tampa, and Miami. The report ultimately concludes that the strongest statewide system would combine feasible elements of both alternatives rather than treat them as mutually exclusive. The study is historically significant because major elements of its Coastal Route anticipated the corridor logic later used by Brightline. Brightline’s Miami–Orlando service follows the FEC corridor for much of South Florida and the East Coast, and uses the Beachline/SR 528 corridor for the Orlando connection, although Brightline uses the FEC tracks south of West Palm Beach into Miami rather than the South Florida Rail Corridor assumed in the 2006 Vision Plan. Brightline’s contemplated Tampa extension also parallels the report’s use of the I-4 right-of-way between Orlando and Tampa. The Vision Plan estimated that a phased system operating at 79, 110, and 125 mph could achieve positive operating and benefit-cost ratios while improving passenger mobility, freight capacity, grade-crossing safety, energy efficiency, emissions, and station-area development. Its recommended next steps included environmental review, preliminary engineering, freight railroad negotiations, local partnerships, and funding development.]]></description>
      <pubDate>Sat, 27 Jun 2026 15:40:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711603</guid>
    </item>
    <item>
      <title>Train capacity optimization under stochastic demand: A flexible composition strategy with extra-long trains</title>
      <link>https://trid.trb.org/View/2604734</link>
      <description><![CDATA[In railway systems, the transport capacity of trains depends on the number of train compositions, which are then allocated to different OD pairs. Therefore, train composition planning is a critical capacity inventory control technique in railway revenue management. However, passenger demand for high-speed railway (HSR) exhibits a strong spatial-temporal imbalance, with significant differences between peak and off-peak periods, and also entails considerable uncertainty, directly impacting enterprise revenue. To address these challenges, this study accounts for the stochastic nature of passenger demand and proposes a flexible train composition (FLTC) strategy that integrates extra-long trains (XLTs), allowing train lengths to exceed platform lengths. This strategy allows for the flexible adaptation of train compositions to accommodate variations in passenger demand. By deploying XLTs without necessitating alterations to the current infrastructure, it enhances transport capacity during peak hours, thereby boosting operational revenue for the enterprise. Additionally, for XLTs, we propose a new operational mechanism to fully utilize their transport capacity while ensuring passenger boarding and alighting experiences, i.e., docking position control and seat allocation methods. Then, the problem studied can be formulated as a two-stage stochastic programming (SP) model, where the first stage determines the number of train compositions and the docking positions of train composition units (TCUs), and the second stage determines the seat allocation scheme based on demand. To enhance the tractability of the model, we reformulate it as a mixed-integer linear programming (MILP) model using appropriate linearization techniques. To solve the proposed model efficiently, we develop a column generation (CG)-based solution method, thereby enabling the generation of near-optimal solutions. To evaluate the effectiveness of the proposed method, numerical experiments are conducted using both a small-scale instance and a real-world case study based on the Beijing-Shanghai HSR corridor. The computational results demonstrate that the proposed approach can significantly improve transport capacity during peak periods, thereby increasing the overall revenue of the HSR system, while also effectively accommodating the stochastic nature of passenger demand.]]></description>
      <pubDate>Wed, 17 Jun 2026 16:14:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604734</guid>
    </item>
    <item>
      <title>Enhancing Passenger Volume for the Jakarta-Bandung High-Speed Rail: A System Dynamics Approach to Sustainable Regional Development</title>
      <link>https://trid.trb.org/View/2676047</link>
      <description><![CDATA[The Jakarta–Bandung high-speed train (HST) project aims to enhance intercity connectivity between two major metropolitan regions in Indonesia, with anticipated benefits in mobility, economic development, and tourism. This infrastructure initiative is projected to create employment during both construction and operation phases. However, achieving the targeted ridership of 30,000 daily passengers remains a key challenge, particularly when compared to the current usage of conventional trains, which fluctuates between 10,000 and 14,000 passengers per day. This gap raises concerns regarding the long-term sustainability of the HST system. This study applies a system dynamics modelling approach to analyze various factors influencing passenger demand, including fare structures, service frequencies, travel time, and station accessibility. The model integrates feedback loops to capture the dynamic interrelations between policy interventions, transportation infrastructure, and land use. Simulation results reveal that demand is highly sensitive to seasonal variations, with peak travel periods occurring during mid-year and year-end holidays. Among the evaluated scenarios, the highest ridership is achieved when strategies such as integrated multimodal connectivity, optimized pricing, and tourism promotion are implemented. These findings highlight the importance of coordinated policy measures in enhancing system performance. The study concludes that a comprehensive, multi-sectoral approach is essential for achieving operational viability and long-term sustainability in high-speed train systems, particularly in emerging economies seeking to maximize infrastructure investments.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676047</guid>
    </item>
    <item>
      <title>Influence of the Rail Vehicle Layout on Efficiency and Railway Operation</title>
      <link>https://trid.trb.org/View/2666465</link>
      <description><![CDATA[Railway efficiency is increasingly significant given the competition with road and air transport, where usability of travel time, passenger comfort and operational reliability play key roles. This study investigates the influence of passenger rail vehicle layout on efficiency, focusing on aspects such as passenger changeover time, luggage storage, seating usability and overall comfort. Since 2001, empirical research at TU Wien has combined extensive passenger observations, surveys of more than 60,000 travellers, detailed luggage measurements and video analyses of over 20,000 boarding and alighting processes, complemented by controlled changeover tests in multiple vehicle layouts. These data informed the development of a calculation model and the TrainOptimizer software to evaluate and optimise layouts. Findings show that maximising seating capacity often reduces efficiency by limiting luggage storage, blocking seats and extending changeover times, whereas layouts with fewer but better-positioned seats and distributed luggage racks increase usable capacity and passenger satisfaction. Results also indicate that interior design directly affects time use, stress and well-being during travel. The study concludes that vehicle design has a significant impact on operational performance, energy use and the competitive position of railways, with well-balanced layouts offering both higher efficiency and an enhanced passenger experience.]]></description>
      <pubDate>Tue, 26 May 2026 09:41:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666465</guid>
    </item>
    <item>
      <title>Toledo-Detroit Ridership Feasibility &amp; Cost Estimate Study</title>
      <link>https://trid.trb.org/View/2696963</link>
      <description><![CDATA[The Toledo-Detroit Ridership Feasibility & Cost Estimate Study presents a pre-feasibility assessment of developing a passenger rail service between Toledo, Detroit, and Ann Arbor, with Detroit Metropolitan Wayne County Airport (DTW) serving as a central hub. Using Transportation Economics & Management Systems, Inc.'s (TEMS’s) business-planning methodology, the report evaluates route options, train technologies, ridership and revenue potential, capital and operating costs, and broader financial and economic effects. The study favors the CSX airport route because it directly serves DTW and can connect both Detroit and Ann Arbor on a single corridor, unlike the Wyandotte alternative, which the report finds more constrained by freight activity and less effective for passenger service. From TMACOG’s regional-development perspective, the report presents the CSX corridor not only as a transportation improvement but also as a strategic investment that could better integrate the economies of Toledo, Detroit, Ann Arbor, and DTW, expand access to jobs and markets, support income growth and property development, and strengthen the region’s connection to national and international travel through DTW’s role as a major gateway airport.]]></description>
      <pubDate>Sat, 23 May 2026 18:35:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696963</guid>
    </item>
    <item>
      <title>Vision for High-Speed Rail in America: The American Recovery and Reinvestment Act</title>
      <link>https://trid.trb.org/View/2694536</link>
      <description><![CDATA[In order to meet the goals of the American Recovery and Reinvestment Act (ARRA) while initiating a transformational new program, we propose to advance three funding “tracks”: (1) Projects: Provide grants to complete individual projects that are “ready to go” with preliminary engineering and environmental work completed; (2) Corridor programs: Enter into cooperative agreements to develop entire phases or geographic sections of corridor programs that have completed corridor plans and environmental documentation, and have a prioritized list of projects to meet the corridor objectives; this approach would involve additional Federal oversight and support; and (3) Planning: Enter into cooperative agreements for planning activities using non-ARRA appropriations funds, in order to create the corridor program and project pipeline needed to fully develop a high-speed rail network. This Strategic Plan is just the first of several steps intended to further refine and elaborate on this high-speed rail corridor vision — including the program guidance (due June 17), the President's detailed FY 2010 budget request, the National Rail Plan called for by Congress, and discussions over upcoming surface transportation legislation. The U.S. Department of Transportation (DOT) intends to seek structured input from stakeholders and the public throughout the process of developing and implementing the strategy. This April 2009 Federal Railroad Administration (FRA) strategic plan presents a national vision for developing high-speed intercity passenger rail in the United States -- as part of a broader transportation strategy aimed at economic competitiveness, energy efficiency, environmental quality, safety, and more connected communities. The document proposes a phased Federal approach built around project funding, corridor-program development, and planning, supported initially by ARRA funding and followed by longer-term annual investment. It also sets out the speed-based service framework that became highly influential in later U.S. rail planning: Conventional Rail (up to 79–90 mph), Emerging HSR (up to 90–110 mph), HSR–Regional (110–150 mph), and HSR–Express (150+ mph). The "Emerging" and "Regional" categories were later combined into a single grouping called Higher-Speed Rail (HrSR.) As a result, this report is widely cited as the foundational FRA document defining the speed-range classifications that have continued to shape later practice and discussion.]]></description>
      <pubDate>Sun, 17 May 2026 19:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694536</guid>
    </item>
    <item>
      <title>Investigating the spatial heterogeneity in distance decay of rail passenger transportation: Empirical evidence in Guangdong Province, China</title>
      <link>https://trid.trb.org/View/2686826</link>
      <description><![CDATA[Distance decay, a fundamental concept in understanding spatial interactions within human movement, is consistently discussed across various disciplines. While considerable research has examined distance decay in urban transport systems, interregional passenger rail has received less attention. This study addresses this gap by analyzing railway passenger flow data from Guangdong Province, China, to estimate how distance decay differs across space and identify its main drivers. The results reveal that (1) the log-normal decay function best fits the distance decay in interregional rail; (2) differences in decay rate and when the decay begins lead to three distinct distance decay patterns (DDPs); (3) these patterns reflect the combined effects of rail transport supply, travel demand, geographic location and network centrality, showing the need to match transportation services with both travel demand and regional spatial structure; (4) peripheral counties divide into two categories—those oriented toward provincial cores and those acting as gateways, with different rail planning and operation needs. By linking DDPs with regional industrial functions, the alignment between rail planning and industrial spatial development is assessed. The approach in this study can also be applied to other regions and national contexts to map disadvantaged rail areas and to measure inequality in passenger rail, supporting decisions on infrastructure investment and service allocation. Overall, this study advances the understanding of rail distance decay and provides insights for advancing equitable, efficient, and spatially adaptive rail systems.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:18:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686826</guid>
    </item>
    <item>
      <title>Railway liberalization and efficiency: Incumbents vs. Entrants in Austria and Czechia</title>
      <link>https://trid.trb.org/View/2652746</link>
      <description><![CDATA[This study evaluates the scale efficiency (SE) of passenger railway operators in Austria and Czechia between 2015 and 2019, aiming to understand the impact of liberalization on sectoral performance. Using an input-oriented Slack-Based Measure (SBM) Data Envelopment Analysis (DEA) model under Variable Returns to Scale (VRS), the research analyzed financial and operational data from ORBIS and MagnusWeb databases for both incumbent and non-incumbent companies. Results reveal a consistent pattern: national incumbents, ÖBB Personenverkehr AG (Austria) and České dráhy, a.s. (Czechia), exhibited significant and persistent scale inefficiencies, averaging 35.39% and 51.54% SE respectively. This indicates they operate below their optimal scale, likely due to decreasing returns to scale. In stark contrast, several private and regional operators in both countries consistently achieved perfect or near-perfect SE, demonstrating optimal alignment with the Most Productive Scale Size (MPSS). For example, CityRail, RegioJet (Czechia), Montafonerbahn AG, and WESTbahn Management GmbH (Austria) maintained 100% SE. While Austria’s overall sector showed higher average efficiency and resilience due to a broader base of well-performing non-incumbents, the Czech sector exhibited greater volatility among smaller operators, though it showed an improving trend by 2019. The findings suggest that railway liberalization, while fostering efficiency among new entrants, has not uniformly resolved the deep-seated inefficiencies of incumbents. Achieving true sectoral efficiency requires structural reforms beyond mere market access, addressing issues such as governance, subsidies, and regulatory oversight.]]></description>
      <pubDate>Mon, 30 Mar 2026 17:15:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2652746</guid>
    </item>
    <item>
      <title>Use of the locomotives with ETCS system on the Bratislava – Žilina railway line</title>
      <link>https://trid.trb.org/View/2665975</link>
      <description><![CDATA[The contribution deals with the use of locomotives on a train route between Bratislava and Žilina and with the impact of different railway safety devices for the smoothness and safety of railway transport. The first chapter analyses the use of rolling stock of the Slovak Railway Company, a. s., equipped with a mobile part of the European Train Control System (ETCS), deployed on passenger trains in long-distance transport, on the investigated line. From the last three timetable periods, deployments of locomotives in the month of March are compared. The second chapter analyses and compares changes in individual periods. There are described possible options for improving the deployment of the locomotives and the operational side of the examined railway line in the third chapter.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:15:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665975</guid>
    </item>
    <item>
      <title>Multi-objective optimization and sensitivity analysis of forced-steering bogies using surrogate models and NSGA-III</title>
      <link>https://trid.trb.org/View/2643045</link>
      <description><![CDATA[This research proposes a multi-objective optimization methodology to enhance the curving and tangent performance of forced-steering passenger trains. Using the Non-dominated Sorting Genetic Algorithm-III (NSGA-III), we optimize a set of parameters — primary suspension stiffness (longitudinal and lateral) and steering linkage — to minimize wheelset unloading, derailment risk, rail rollover risk, and car body lateral acceleration. A 167-degree-of-freedom high-fidelity simulation model of the train is developed and validated against conventional rail vehicle data. Sensitivity analysis via the Sobol’ method identifies key design parameters, reducing the number of variables for optimization. A Kriging surrogate model is then employed to approximate the simulation model, making optimization feasible. Post-optimization, the robustness of the Pareto optimal solutions is evaluated under varying track conditions. Key findings reveal that steering ratio and longitudinal primary suspension stiffness are critical, while yoke-to-yoke parameters have minimal impact. The optimization results show a trade-off between curving performance and car body lateral acceleration, with solutions varying based on lateral stiffness. Two out of four Pareto optimal sets demonstrated improved robustness under varying curve radii and equivalent conicity, while all Pareto optimal sets exhibit equal robustness and significant improvements in performance under varying track friction. These findings emphasize the importance of robust design optimization across different operational conditions to achieve balanced performance.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:01:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643045</guid>
    </item>
  </channel>
</rss>