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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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      <title>Transforming Abandoned Rail Corridors into Multi-purpose Trails: Applying a Spatial Hedonic Approach to Estimating the Economic Benefits of the Little Miami Scenic Trail in Cincinnati, Ohio, USA</title>
      <link>https://trid.trb.org/View/1576663</link>
      <description><![CDATA[This research assesses the appreciation in residential property values in connection with proximity to the Little Miami Scenic Trail, a multi-purpose biking, hiking, and jogging trail built along an abandoned railroad corridor near Cincinnati, Ohio, USA. Applying two spatial hedonic frameworks, the spatial lag of X (SLX) model and the spatial Durbin error model, we conclude that proximity to trail entrances had significant impacts on property values for both, Euclidean and network distance measures. Specifically, the SLX results indicate that decreasing the distance to the closest trail entrance by one foot (meter) increases a house’s property value by US$0.92 (US$3.02) when using network distances.]]></description>
      <pubDate>Tue, 26 Feb 2019 09:41:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1576663</guid>
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      <title>Technical Monograph: Estimating Maintenance Costs for Mixed High Speed Passenger and Freight Rail Corridors</title>
      <link>https://trid.trb.org/View/1542206</link>
      <description><![CDATA[Several states have indicated a desire to upgrade existing railroad corridors between well-populated cities for improved passenger rail service that is time competitive with air and/or auto on a door-to-door basis for trips in the approximate range of 100 to 500 miles. Once a corridor is upgraded for higher-speed operation, this monograph presents a number of matrices of “steady state” infrastructure maintenance costs to meet varying traffic, track and operating conditions. “Steady state” costs are defined here as amounts that must be spent annually to keep a particular railroad track at a defined level of service (operating speed) indefinitely. This monograph presents examples of track segment specific maintenance cost ranges and corresponding maintenance costs per passenger train mile that may be of assistance to States that are contemplating similar rail passenger service projects.]]></description>
      <pubDate>Fri, 12 Oct 2018 11:50:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1542206</guid>
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    <item>
      <title>Rerouting and Speed Reduction of Hazardous Material Trains in Selected Conrail Corridors</title>
      <link>https://trid.trb.org/View/1485735</link>
      <description><![CDATA[Rerouting and speed reduction of trains carrying hazardous materials shipments are analyzed so as to determine effects on railroad operations and costs and population exposure. A case study format was utilized on two corridors within the Conrail system. Segments of mainline which are in proximity to population concentrations were identified. On those segments, the analysis assumed that hazardous materials traffic would be either prohibited - thus causing rerouting - or would be carried at reduced speed. Implications of the two policies (prohibit and reduce speed) are discussed.]]></description>
      <pubDate>Thu, 26 Oct 2017 12:32:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1485735</guid>
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    <item>
      <title>Via Rail seeks private sector partnership for Toronto-Montreal upgrade</title>
      <link>https://trid.trb.org/View/1422770</link>
      <description><![CDATA[Via Rail's Toronto-Ottawa-Montreal passenger rail corridor project is set to meet Canada's aggressive economic and sustainability goals. The ambitious inter-city passenger railway venture is set to be in place by 2020, as this article presents. Issues such as right-of-way and funding are discussed.]]></description>
      <pubDate>Fri, 23 Sep 2016 11:17:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1422770</guid>
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    <item>
      <title>Evaluating the Use of Operational Management Techniques for Capacity Improvements on Shared-use Rail Corridors</title>
      <link>https://trid.trb.org/View/1405067</link>
      <description><![CDATA[The majority of intercity passenger and commuter rail services in the United States (U.S.) operate on the shared-use corridors with freight rail services. These types of operations tend to be challenging for efficient capacity utilization and reliability due to the high heterogeneity of trains (diversity of trains' operations). In addition, the projected growth in demand for rail transportation is likely to exacerbate the situation, making efficient use of capacity a necessity for freight and passenger traffic alike. There are two main approaches to improve the capacity levels, either by applying new capital investment or by improving operational characteristics and parameters of the rail services (such as improving the trains' timetables). To date, the U.S. has concentrated more on the first approach while the second approach is commonly used in European practices. It would be beneficial to evaluate the main challenges and advantages of using operational management techniques to improve the capacity utilization along shared use corridors in the U.S.]]></description>
      <pubDate>Sun, 08 May 2016 19:24:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405067</guid>
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    <item>
      <title>The Problems of the Presence of Passenger and Freight Trains on the Same Track</title>
      <link>https://trid.trb.org/View/1255220</link>
      <description><![CDATA[Many features of the freight wagons/trains differ substantially from those of the passenger coaches/trains. As a result, sharing the same track affects directly or indirectly the design, construction, operation and maintenance of a railway system. In this context, this paper evaluates qualitatively and quantitatively the effect of some of the above features on the components and elements of the railway system and provides cost elements for the construction of a railway infrastructure considering different scenarios of operation. The main findings of this paper have shown that: for freight trains the track maintenance cost is much greater than that for passenger trains; the alignment is determined by the design speed defined for passenger trains; and the construction cost of infrastructure for a typical mixed traffic corridor is generally higher than that of a passenger dedicated corridor.]]></description>
      <pubDate>Wed, 21 Aug 2013 11:31:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1255220</guid>
    </item>
    <item>
      <title>High-Speed Route Improvement Optimizer</title>
      <link>https://trid.trb.org/View/1129293</link>
      <description><![CDATA[The most common near-term approach to upgrading railway corridors to achieve high speeds is by incremental improvement. Existing infrastructure or rolling stock can be improved in various ways to allow for increasing speeds and reducing travel time along a route. Each track section has a characteristic set of opportunities for increasing speed and their corresponding effects on travel time reduction, along with an associated set of costs. Similarly, each type of rolling stock has the potential to increase operational speed and reduce travel time, corresponding to a specific price tag. This research focuses on developing a decision support process by using mathematical programming to identify the most cost-effective strategy for reducing corridor travel time given a prescribed performance goal and budget. This optimization process was implemented in a railway corridor in Taiwan, and the result showed that the best strategy was a combination of infrastructure upgrade and rolling stock acquisition. Using this tool can help states and railway agencies simultaneously maximize capital investment returns and maintain reliable services for their customers.]]></description>
      <pubDate>Fri, 15 Jun 2012 16:03:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1129293</guid>
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    <item>
      <title>Abandoned Rail Corridors in Texas: A Policy and Infrastructure Evaluation</title>
      <link>https://trid.trb.org/View/1102782</link>
      <description><![CDATA[The use of existing and abandoned railroad rights-of-way has been a proven method of acquiring linear corridors for the construction of roadways since the formation of the Texas Highway Department. Either paralleling existing rail lines or re-using corridors first used by railroad companies exhibited tremendous wisdom since the railroads had dictated development patterns throughout the state in the half-century prior to the road building era. The long period of railroad system consolidation since the end of World War II has resulted in the loss of many abandoned rail corridors that could now be extremely valuable if put to use either as new transportation corridors (roadway, transit, etc.) or multiuse recreational trails (hiking, biking, skating, etc.). This project evaluated the current Texas Administrative Code statutes governing the Texas Department of Transportation acquisition and use of abandoned rail corridors, suggested changes to these existing statutes, characterized the abandoned rail lines in the state, and identified potential uses of existing and prospective abandoned corridors in Texas.]]></description>
      <pubDate>Wed, 25 May 2011 08:34:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1102782</guid>
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    <item>
      <title>'We Need to Start Putting the Jigsaw Together'</title>
      <link>https://trid.trb.org/View/1100493</link>
      <description><![CDATA[Brian Simpson was elected to the European Parliament in 1989 and currently chairs its Transport Committee. Simpson's views are given in regard to how budget constraints will affect Trans-European Transport Network (TEN-T) investment. He presents TEN-T's Core Network strategy, which pares investment to the most critical issues. Such thinning is the result of financial necessity. Member states are already presenting criticisms of Core Network criteria, which the European Parliament sees as two main issues: cross-border connectivity and bottleneck alleviation. Simpson discusses European rail policy's strong focus on international corridors, the European Parliament's role in setting TEN-T priorities, the European Parliament's potential influence on member states, possible emergence of cross-border infrastructure managers through Core Network and rail freight corridors, and the relationship between key nodes and international and domestic flows.]]></description>
      <pubDate>Fri, 29 Apr 2011 07:36:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100493</guid>
    </item>
    <item>
      <title>Rail Freight Network Starts to Evolve</title>
      <link>https://trid.trb.org/View/1100490</link>
      <description><![CDATA[The Trans-European Transport Network (TEN-T) concept supports the notion of "one Europe" and with it transportation corridors - of which rail is just one applicable mode, along with road, sea, inland waterways, and even pipelines. The European Commission (EC) vision for developing rail corridors handling freight traffic is detailed in this article. Discussion includes European Rail Traffic Management System (ERTMS) corridors, rail freight corridors, regulation implementation, conflicts of interest, and integration and evolution. A table includes information on initial rail freight corridors, including projected implementation dates.]]></description>
      <pubDate>Fri, 29 Apr 2011 07:36:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100490</guid>
    </item>
    <item>
      <title>Fuel Economy Comparison of Four West Coast Rail Corridors Using a Streamlined Analysis Methodology</title>
      <link>https://trid.trb.org/View/1091377</link>
      <description><![CDATA[As shippers grow more concerned about the environmental footprint of their supply chains, they are taking greater interest in the fuel economy associated with rail freight movement. This requires a holistic analysis of a goods movement corridor, rather than a calculation of locomotive fuel economy. This study examines the fuel efficiency of doublestack intermodal goods movement along four West Coast rail corridors, connecting west coast ports to an inland city destination. For each route, the corridor fuel economy is determined from fuel consumed by locomotives, drayage trucks, intermodal equipment, and empty railcar movements. For locomotive fuel use, the analysis accounts for track grade and train speed – factors that are ignored in more simplistic calculations of railroad fuel use. The study makes use of a streamlined fuel economy analysis method with simplified data requirement that are publicly available. The analysis finds that fuel economy along these corridors varies widely, from a low of 340 revenue ton-miles per gallon to a high of 508 revenue ton-miles per gallon (RTM/gal). Similarly, total origin-to-destination fuel consumed along the corridor varies from 4.93 gallons per revenue ton to 7.09 gallons per revenue ton. While long-haul locomotive movements consume the majority of fuel, drayage truck trips account for up to 15.2 percent of total fuel consumption, and empty car mileage up to 4.6 percent of total fuel consumption. The methodology established in this study may be applied by researchers seeking to analyze locomotive fuel economy without relying on proprietary data sources or simulation tools.]]></description>
      <pubDate>Thu, 28 Apr 2011 07:00:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1091377</guid>
    </item>
    <item>
      <title>"CREAM" Conference, 4 November 2010, Brussels, Belgium</title>
      <link>https://trid.trb.org/View/1100477</link>
      <description><![CDATA[Under the 6th Framework Programme, the European Commission (EC) cofunded the project known as Customer-driven Rail-freight services on a European mega corridor based on Advanced business and operating Models (CREAM). German consulting companies HaCon and KombiConsult lead the CREAM project, which focuses on developing customer-driven rail freight services on the Southeastern European Rail Freight Corridor, linking Greece and Turkey with The Netherlands and Belgium, via central Europe. In order to achieve its goal, the CREAM project analyzes operational and logical prerequisites for the development, set up, and demonstration of seamless rail freight transportation on this corridor. A one day conference was held in Brussels, Belgium on November 4, 2010 to highlight the CREAM project's technical and operational innovations.The conference was organized by the International Union of Railways and attended by representatives of the EC, national transportation ministries, and organizations vital to the European logistics sector. Changes in southeastern European rail network connections and rolling stock were among issues discussed.]]></description>
      <pubDate>Mon, 25 Apr 2011 07:04:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100477</guid>
    </item>
    <item>
      <title>Residential location and transit-oriented development in a new rail corridor</title>
      <link>https://trid.trb.org/View/1093735</link>
      <description><![CDATA[The relationship of form, use, and density in urban development and their influence on human behavior and travel is a key element of many land use and transport policies. Prior research indicates high-density urban development leads to decreased travel and thus sustainable mobility; however, personal attitudes seem to have greater effect on mobility than does the urban form. This research evaluates how households consider transit-oriented development (TOD) characteristics in their location decisions with regard to new Mandurah railway line stations opened in December 2007 in Perth, Western Australia. The results indicate that the choice of residence reflects neighborhood and housing attributes, with significant heterogeneity in the populations of the three precincts in terms of their valuation of various housing characteristics, proximity to urban facilities, and transport. There is also significant variation in households' attitudes to natural and artificial environments. A better understanding of the complex relationships among environment, travel, socio-demographic characteristics, and household attitudes can help transport planners leverage the benefits of TOD and improve the quality of urban design and community life.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093735</guid>
    </item>
    <item>
      <title>The Banff Wildlife Crossings Project: An International Public-Private Partnership</title>
      <link>https://trid.trb.org/View/1086263</link>
      <description><![CDATA[This chapter on the Banff Wildlife Crossings Project (BWCP) is from a book on highways, wildlife, and habitat connectivity. The Trans-Canada Highway (TCH) has become a major commercial thoroughfare across Canada and is problematic both in collisions between vehicles and large ungulates, but also as a potential barrier for large mammal movement in the mountain parts and the Central Rocky Mountain ecosystem.  Banff is Canada’s oldest national park and includes the part, two towns, and the busy TCH transportation corridor.  The TCH averages 25,000 vehicles per day during the summer while the adjacent Canadian Pacific Railway averages thirty trains per day.  The authors describe how the implementation of various science and policy measures has created one of the most intensely mitigated and studied stretches of highway in the world.  They begin with a description of the ecological processes disrupted by the TCH in the Banff area and then discuss adaptive management approaches established to address these impacts.  Their discussion finished with an overview of the various institutional innovations that were developed to make this project succeed over the long term.  The BWCP research, education, and outreach efforts are a combined endeavor of a public-private partnership including a federal agency, a university institute, and private foundations.  Parks Canada manages the construction and maintenance of the wildlife crossings and assures that they conform to the national park’s commitment to protect its natural heritage.  The authors note that the best evidence of success of the mitigation efforts have been the images from the still and video cameras of wildlife using the crossing structures.  Public support achieved by these images helps local communities and decision makers get the political support necessary for wide-ranging mitigation measures.]]></description>
      <pubDate>Tue, 25 Jan 2011 12:32:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086263</guid>
    </item>
    <item>
      <title>Where High-Speed Rail Works Best</title>
      <link>https://trid.trb.org/View/1088960</link>
      <description><![CDATA[Defining the corridors in America that are most appropriate for high-speed rail service is critical to the long-term success of America’s high-speed rail program. This paper offers one mechanism for assessing which potential high-speed rail corridors will have the greatest ridership demand based on population size, economic activity, transit connections, existing travel markets and urban spatial form and density. The authors evaluate 27,000 city pairs in the nation to create an index of city pairs with the greatest demand for high-speed rail service. The paper provides a list of the top 50 city pairs, which are primarily concentrated in the Northeast, California, and the Midwest, and provides recommendations for phasing corridor development in the nation’s megaregions.]]></description>
      <pubDate>Fri, 21 Jan 2011 13:03:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1088960</guid>
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