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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Construction-induced bubble defect distribution and fatigue durability of the track slab-SCC interface in slab track</title>
      <link>https://trid.trb.org/View/2752638</link>
      <description><![CDATA[With the long-term operation of slab tracks, fatigue damage at the track slab-self compacting concrete (SCC) interface has become increasingly prominent. Construction-induced bubble defects are considered a key contributor to premature debonding, but their spatial distribution characteristics and effects on interfacial fatigue durability remain unclear. Therefore, this study combines full-scale experimental characterization with defect-informed cohesive fatigue modelling to clarify the relationship between construction-induced bubble defects and interfacial fatigue durability. First, full-scale tests were conducted to quantify the spatial distribution of bubble defects under different SCC workability conditions. Then, the measured defect distributions were converted into spatially non-uniform cohesive parameters, and a damage extrapolation-based fatigue degradation model was established to dynamically update interfacial parameters under high-cycle loading. Finally, the nonlinear fatigue damage evolution of the interface under coupled train-temperature loading was systematically investigated. The results show that the spatial distribution of bubble defects varies significantly, with the maximum defect ratio near slab ends being approximately 3.22 times that in the central region. Cyclic tension-compression initiates localized damage initially at slab corners, which subsequently propagates along slab ends and edges under cyclic loading. The influence of construction conditions on interfacial fatigue durability is strongly nonlinear. Under the maximum traffic-volume scenario considered in this study, when the SCC slump flow is approximately 652 mm and the spreading time T500 value is at least 6.0 s, the slab track is predicted to satisfy the 60-year design service-life requirement. These findings provide practical guidance for construction quality control, interfacial fatigue durability assessment, and maintenance planning of slab tracks.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2752638</guid>
    </item>
    <item>
      <title>Predict-then-Optimise Interchange Control for Rail Logistics with Combined Passenger-Freight Chains</title>
      <link>https://trid.trb.org/View/2742986</link>
      <description><![CDATA[Interchange decisions at rail transfer stations directly affect end-to-end service reliability and cost-to-serve; yet, existing delay-management approaches either forecast delays without prescribing actions or optimise dispatch with coarse delay representations. We propose a predict-then-optimise framework that integrates multi-task LSTM-based delay prediction with a feasibility-constrained Markov Decision Process (MDP) to determine whether to proceed, hold, reschedule, or reroute services at transfer stations. The LSTM models short-horizon delay propagation using only information available at the prediction epoch, while the MDP converts the predicted delay class, capacity regime, infrastructure condition, and bounded dwell feasibility into auditable dispatch recommendations. We evaluate the framework on a three-leg regional rail case study in central Germany comprising lines RB5 (Fulda–Bebra), RB87 (Bebra–Eichenberg), and RB83 (Eichenberg–Kassel), with two physical interchange stations (Bebra and Eichenberg). The results show that the sequence models provide sub-minute ETA accuracy across all three legs and that the Bebra interchange policy reduces the cost-to-serve index by 7.0% relative to the earliest-feasible heuristic while maintaining the same structural miss rate under a 60-minute admissible dwell window. At Eichenberg, the MDP and earliest-feasible policies perform almost identically among evaluable journeys, while the low matched-departure coverage highlights a data and timetable-coordination limitation for full multi-leg evaluation. The framework contributes a deployment-oriented closed-loop architecture in which policy-induced connection gaps are propagated into downstream ETA estimation, supported by per-timestep station embeddings, two-stage cross-leg fine-tuning, and replay-buffer stabilisation. The paper demonstrates how established prediction and control components can be operationally coupled to provide interpretable, manager-facing rail logistics decision support with journey-level KPIs and cost-to-serve reporting.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742986</guid>
    </item>
    <item>
      <title>The distributional effects of high-speed rail investment in china: fast tracks to inequality?</title>
      <link>https://trid.trb.org/View/2711670</link>
      <description><![CDATA[High-speed rail (HSR) has become one of China’s most ambitious infrastructure projects, redefining accessibility and connectivity across vast regions. However, rigorous empirical investigations on the impact of HSR on the conventional rail (CR) operation and the following effects on CR passengers remain scarce. Therefore, we investigate how CR trips, often made by low-income groups, are impacted by the operation of HSR using a comprehensive rail operation dataset. Our regression discontinuity design (RDD) results reveal that the operation of HSR leads to a significant decrease in CR trains (CT) frequency with both immediate and sustained declines observed, and slows down the increase of travel speed over the years. Heterogeneous impacts are found in different travel station types, different types of CT, and HSR operation intensity. Our imputed effects indicate that aside from construction and operation cost by using the public investment, the distribution of benefits and costs on CR passengers is overall regressive, since the generalised cost changes appear to benefit high-income groups, but disadvantage low-income groups.]]></description>
      <pubDate>Mon, 31 Aug 2026 10:31:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2711670</guid>
    </item>
    <item>
      <title>Numerical study on dynamic responses of a train-track-subgrade system in permafrost regions under seasonal variation</title>
      <link>https://trid.trb.org/View/2701506</link>
      <description><![CDATA[Complex dynamic interactions between train, track, and permafrost subgrade critically dominate the long-term stability and operational safety of railways in permafrost regions. To date, most existing studies have focused on non-permafrost conditions, and the influence of seasonal freeze-thaw cycles on train-track-subgrade system dynamics remains insufficiently understood. To address this gap, this study developed a three-dimensional train-track-permafrost subgrade numerical model that incorporates the hydrothermal coupling behavior of permafrost, based on a typical subgrade in the Beiluhe test section along the Qinghai-Tibet Railway (QTR) as a case study..The model is validated against field monitoring data and used to simulate system responses under four typical seasonal conditions. The results show that the dynamic response of the system exhibits pronounced seasonal characteristics, regulated by variations in subgrade stiffness, damping, and wave propagation driven by temperature and unfrozen water content. In the time domain, winter is characterized by broadband impacts on carbody acceleration, spring by peak wheel-rail forces, and autumn by pronounced cumulative plastic deformation. In addition, the largest subgrade displacement, velocity, and cumulative plastic deformation occur in autumn, whereas the smallest occur in spring. In the frequency domain, winter is characterized by intensified rail vibrations and prominent high frequency in wheel-rail forces; spring is characterized by the largest quasi-static lateral wheel-rail offset; autumn is characterized by focused carbody vertical and lateral acceleration responses, along with amplified localized subgrade vibrations; summer is characterized by elevated lateral high-frequency wheel-rail responses. This study will help understand the dynamically coupled mechanisms between the trains, track, and subgrade in permafrost regions, providing a theoretical basis for the design, maintenance, and operation of subgrades in cold regions.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701506</guid>
    </item>
    <item>
      <title>The role of the National Republican Guard as a preventive element against crime in the railway environment</title>
      <link>https://trid.trb.org/View/2698429</link>
      <description><![CDATA[The railway constitutes essential infrastructure for mobility, making it imperative to ensure passenger safety. Within this context, crime in the railway environment presents specific characteristics that must be considered in the approach taken by the Portuguese Security Force, specifically the National Republican Guard. This study analyzed the National Republican Guard’s role in preventing crime in the railway system. It used a qualitative, exploratory, and descriptive approach, with documentary analysis, participant observation, and 28 semi-structured interviews. The study identified the most frequent types of crimes in railway environments: thefts or robberies targeting passengers or infrastructure, and vandalism, including graffiti. The National Republican Guard patrols stations and trains, conducts inspections, participates in international operations coordinated by the European Association of Railway Police Forces, and works closely with railway operators through information sharing and joint infrastructure improvements. However, the study identified several operational limitations: limited specialized training for personnel to respond to railway-specific incidents; inefficient communication with operators, which hinders timely resolution; and resource allocation that can restrict coverage of isolated or high-risk areas. Nevertheless, stakeholders and passengers widely value the National Republican Guard’s presence, as it significantly boosts perceptions of safety. It was concluded that the National Republican Guard predominantly employs situational crime prevention strategies, primarily aimed at reducing opportunities for crime.]]></description>
      <pubDate>Fri, 28 Aug 2026 08:34:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698429</guid>
    </item>
    <item>
      <title>Optimal routing and scheduling in railway marshalling station yards: An improved MILP model and a branch-and-Benders-cut algorithm</title>
      <link>https://trid.trb.org/View/2706409</link>
      <description><![CDATA[Managing train and engine traffic in the receiving/departure yard of a busy marshalling station is both critical and challenging for yard dispatchers due to the complex operational procedures and extensive shunting operations. To address this management challenge, this study investigates the train and engine routing and scheduling problem (TERSP) at railway marshalling stations, which entails simultaneously assigning routes and scheduling start times for both train and shunting operations in a receiving/departure yard, ensuring that the operations can be executed as closely as possible to the planned schedule without conflicts. We represent the yard infrastructure with microscopic granularity and formulate the TERSP as a mixed integer linear programming model to minimize the total weighted time deviation of operations from the given schedules. In comparison to previous studies on the TERSP, this model further incorporates practical requirements on train arrival-departure orders and railcar rolling processes. Moreover, the concept of key sections is introduced to formulate improved resource-based section occupation constraints, which are more aggregated and compact than traditional route-based constraints. To efficiently solve practical-size problems, we develop an exact branch-and-Benders-cut algorithm, in which problem specific upper- and lower-bound acceleration strategies are customized to facilitate the convergence of the algorithm. A set of real-world instances from a large marshalling station in China is employed to validate the effectiveness and efficiency of the proposed approaches. Computational results demonstrate that our model outperforms the benchmark model in both model construction and solution phases. Our algorithm can find (near-)optimal solutions within a short time (e.g., 30 or 60 s), showing superior performance over the conventional Benders decomposition approach and the built-in branch-and-cut method in CPLEX in terms of solution quality and computational efficiency.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706409</guid>
    </item>
    <item>
      <title>Urban informal transportation and gentrification: empirical evidence from motorcycle taxis in Bangkok, Thailand</title>
      <link>https://trid.trb.org/View/2708029</link>
      <description><![CDATA[This study investigated the role of informal motorcycle taxi services in shaping residential and commercial gentrification patterns around rail stations in Bangkok. Although Transit-Oriented Development (TOD) has been widely associated with displacement and spatial inequality, limited research has examined how informal transportation systems intersect with these processes in the context of the Global South. Through propensity score and Mahalanobis distance matching with stratified analysis, this study estimates the average treatment effect of motorcycle taxi presence on gentrification outcomes across 250-m and 500-m rail station buffers. Although the baseline results revealed no significant citywide effects, the stratified analyses revealed geographical heterogeneity. First, in inner-city, transit-rich areas, motorcycle taxi presence is positively associated with both residential and commercial gentrification, suggesting that these services may reinforce accessibility-driven redevelopment. In contrast, in peripheral areas with limited transit coverage, motorcycle taxis mitigate residential gentrification by enhancing the mobility of low-income residents and supporting informal agglomerations. Second, in areas at medium distances from rail stations, motorcycle taxi presence was linked to increased commercial gentrification and decreased residential gentrification. Third, motorcycle taxis have significantly positive associations with commercial gentrification in areas of older rail stations but insignificant in those of younger rail stations. These patterns reveal the dual and context-sensitive role of informal transportation in urban transformation. This study contributes to debates on informality, accessibility, and gentrification in Global South contexts and calls for TOD frameworks to incorporate informal mobility systems as both infrastructural assets and tools for inclusive urban development.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708029</guid>
    </item>
    <item>
      <title>Nonlinear Prediction and Reliability Evaluation of Mechanical Parameters of Warm Frozen Soil Subgrade Based on Limited Survey Data</title>
      <link>https://trid.trb.org/View/2701355</link>
      <description><![CDATA[Agaist the backdrop of global warming, extensive areas of permafrost are degrading into warm frozen soil, posing severe challenges to the safe operation of transportation infrastructure in frozen areas. The warm frozen soil exhibits extreme sensitivity to temperature fluctuations, with even minor variations inducing significant changes in its mechanical properties, thereby affecting the long-term stability and bearing capacity of subgrades and foundations. Accurately characterizing the nonlinear correlations among mechanical parameters of warm frozen soil under limited survey conditions holds critical importance for the reliable design and risk assessment of transportation infrastructure in permafrost regions. This study utilized 150 sets of measured data from the Beiluhe test section of the Qinghai–Tibet railway. Through statistical analysis of the elastic modulus and strength of 150 warm frozen soil samples at different temperatures, the joint distribution function of elastic modulus and strength values for warm frozen soil was established. The nonlinear relationship between elastic modulus and strength was constructed using eXtreme Gradient Boosting (XGBoost), enabling the reliability analysis of nonnormal mechanical parameters associated with warm frozen soil. Results demonstrate that the constructed two-dimensional joint distribution model quantitatively describes the positive correlation between elastic modulus and strength in warm frozen soil. Both parameters exhibit decreasing trends with rising temperatures. The XGBoost-based prediction method effectively learns the distribution characteristics of the sample space, controlling prediction errors below 3% at high confidence levels (above 90%), significantly outperforming traditional Copula methods. This approach provides an effective technical pathway for evaluating subgrade bearing capacity, optimizing design parameters for frozen subgrades, and conducting reliability analyses in degraded permafrost regions of the Tibetan Plateau. It holds significant engineering application value for enhancing the resilience and climate adaptability of transportation infrastructure in permafrost zones.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701355</guid>
    </item>
    <item>
      <title>Research on Energy Efficient Collaborative Control Method of Autonomous Consistency for Urban Rail Trains</title>
      <link>https://trid.trb.org/View/2735065</link>
      <description><![CDATA[To address the issue of autonomous consistency in energy-saving operation of multiple urban rail trains, a negotiation coefficient is introduced and an autonomous consistency protocol based on event triggering mechanism is designed. This paper performs consistency analysis based on Lyapunov stability theory, and proves the convergence of the system and eliminates the Zeno phenomenon. While ensuring that the train schedule remains unchanged, this paper adopts a parameter adaptive adjustment strategy to further improve the utilization rate of regenerative energy. First, The secondary traction time of trains participating in collaborative control is calculated based on the consistency protocol. Second, the maximum primary traction speed of trains is calculated based on the parameter adaptive adjustment strategy. Finally, based on the train dynamics equation, the operating condition transition points of the train consistency collaborative control are determined, and the train operation curve is ultimately generated. Through simulation analysis, compared with the leader-following consistency, the regenerative energy utilization of urban rail trains with the application of the autonomous consistency protocol no longer relies on the leader train. By negotiating coefficients and tuning parameter, the punctuality of the trains is ensured while further reducing their net energy consumption. Note to Practitioners - The motivation of this study is to improve the utilization rate of regenerative energy for urban rail trains, in order to achieve the goal of reducing the net energy consumption of trains. The popular methods adopted to reduce the net energy consumption of trains are optimizing train schedules and adjusting inter station operating curves. However, these methods exert an impact on the punctuality of urban rail trains, causing unnecessary waiting time for passengers and reducing the quality of service operation. To solve this problem, we take train punctuality as a constraint and train acceleration as a negotiation variable. We combine parameter adaptive adjustment strategy with autonomous consistency collaborative control algorithm to study the mechanism of mutual utilization of regenerative braking energy of urban rail trains. The aim is to maximize the utilization of regenerative energy and reduce the net energy consumption of urban rail trains while ensuring train punctuality. Obviously, this method can ensure that the original train schedule of urban rail transit remains unchanged to the maximum extent, and minimize the impact on urban rail transit operators, thus possessing high practical value.]]></description>
      <pubDate>Wed, 26 Aug 2026 14:11:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2735065</guid>
    </item>
    <item>
      <title>Implementation and Verification of a Model for Predicting Train Congestion Levels during Disruptions</title>
      <link>https://trid.trb.org/View/2709151</link>
      <description><![CDATA[Service disruptions significantly alter train congestion patterns, reducing the usefulness of standard real-time congestion information for passenger decision-making. To address this issue, this study proposes a model for predicting train congestion levels during disruptions. The model was evaluated using actual disruption data and achieved approximately 75% accuracy. The results indicate that features such as headway and congestion levels of the same train at one to three stations prior to the prediction target station are effective for congestion prediction during disruptions.]]></description>
      <pubDate>Tue, 25 Aug 2026 09:54:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709151</guid>
    </item>
    <item>
      <title>Track Geometry and Vehicle Performance Parametric Study Using NUCARS®</title>
      <link>https://trid.trb.org/View/2742765</link>
      <description><![CDATA[The Federal Railroad Administration (FRA) sponsored an all-inclusive parametric study using NUCARS® to assess vehicle performance of five vehicle types over analytically-defined track perturbations. The research team performed the vehicle performance assessment using criteria from both the Association of American Railroads’ Chapter 11 and FRA Title 49 Transportation Code of Federal Regulations Part 213 Track Safety Standards. In the simulation work, a matrix of the maximum allowable limits for track alignment, surface and cross-level deviations over Track Classes 1 through 5 was used. The simulation matrix included single track deviations as well as synchronized combined track deviations.]]></description>
      <pubDate>Tue, 25 Aug 2026 09:22:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742765</guid>
    </item>
    <item>
      <title>Expanding Summer Youth Programs in Rail through Virtual Learning and a National
Campus Network – Phase II</title>
      <link>https://trid.trb.org/View/2764027</link>
      <description><![CDATA[FRA supported Michigan Technological University (Michigan Tech), in collaboration with Pennsylvania State University Altoona and the University of Illinois, Urbana-Champaign (UIUC), to establish Tracks to the Future: Railroad Transportation and Engineering, a summer program for high school students. Phase I of this program was offered in the summer of 2022 at Michigan Tech, Penn State Altoona, and UIUC (Lautala et al, 2024). In Phase II, the program expanded to three additional universities: the University of South Carolina, University of New Mexico, and California State University, Fresno. The program included 105 students from 18 different states. Most participants were rising eleventh or twelfth grade students. Overall, the Phase II program continued the success of Phase I. Students and parents provided positive feedback for both the remote and in person activities. However, improvements can still be made in the registration process, program logistics, and travel expense reimbursement.]]></description>
      <pubDate>Tue, 25 Aug 2026 08:59:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2764027</guid>
    </item>
    <item>
      <title>Forecast-based dynamic pricing optimization for railway ticketing using LSTM and NLIP: A case study in KAI</title>
      <link>https://trid.trb.org/View/2733191</link>
      <description><![CDATA[Kereta Api Indonesia (KAI), the state-owned railway company, faces challenges in optimizing ticket revenue due to limited infrastructure and fluctuating demand. This study proposes a forecast-based dynamic pricing model that combines demand prediction using Long Short-Term Memory (LSTM) networks with Nonlinear Integer Programming (NLIP) for fare optimization. Using booking data from 45 days to 3 hours before departure, the model incorporates elasticity, daily price limits, rounding rules, and seat capacity. Results show a 14% increase in average daily revenue. The proposed model offers a scalable, data-driven solution for adaptive fare management in railway operations.]]></description>
      <pubDate>Mon, 24 Aug 2026 16:48:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2733191</guid>
    </item>
    <item>
      <title>A Survey on Formal Methods for Railway Interlockings: From Relays to Satellite-Based Moving Block Signaling</title>
      <link>https://trid.trb.org/View/2734900</link>
      <description><![CDATA[An interlocking constitutes an arrangement of railway signaling equipment with the aim to guarantee the safe movement of trains. A wide range of formal methods have been applied in the analysis of interlockings, often in close collaboration with industry. Moreover, different formal frameworks and techniques have been developed that target the efficient analysis of interlockings and the integration of such mathematically rigorous methods into industrial design processes. This survey provides a comprehensive overview of this field, including a wide variety of case studies, ranging from relay-based interlocking systems to recent developments regarding satellite-based moving block technologies. It is also explained how computer-based interlockings for different railway yards can be developed in a uniform, object-oriented fashion, based on their track layouts. Furthermore, an overview is given of domain-specific languages for developing and analyzing interlockings using formal methods and tools in an industrial setting. The main aim is to fit the wide range of papers in this research area into coherent narratives, showing how the employment of formal methods to interlockings has progressed in the last decades. This survey concludes with discussing research gaps and important directions for future research.]]></description>
      <pubDate>Mon, 24 Aug 2026 16:48:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2734900</guid>
    </item>
    <item>
      <title>Attention-Bilstm for Timely Detection and Adaptive Classification of Emi and Iemi in 5g-Railways Wireless Communications</title>
      <link>https://trid.trb.org/View/2734894</link>
      <description><![CDATA[High reliability and low latency are essential to railway wireless communications, which transmit train control and dispatch commands to ensure operational safety. However, as railway systems become increasingly electrified and more complex, the exposure to electromagnetic interference (EMI) also grows, potentially causing service disruptions and compromising safety. Intentional EMI (IEMI), which is deliberately and often maliciously generated, further increases the vulnerability of these critical communication networks. Real-time detection and classification of EMI and IEMI therefore become increasingly important. This paper presents composite models that reflect realistic railway scenarios and proposes an adaptive classification approach for EMI and IEMI using a deep learning algorithm based on bidirectional long-short-term memory (BiLSTM) networks and attention mechanisms. By employing time-series feature extraction to analyze both time and frequency information at fine resolution, the proposed method demonstrates a classification accuracy of 94.98%. Simulation results outperform existing techniques with a 3% improvement in accuracy, showcasing its adaptability across four typical railway scenarios at train speeds of up to 500 km/h. Moreover, online monitoring phase performs real-time detection in just 7.43 ms, meeting the stringent latency requirements for railway systems. Validation using real-world data further confirms the practical applicability of the proposed methods under actual operating conditions.]]></description>
      <pubDate>Mon, 24 Aug 2026 16:48:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2734894</guid>
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