<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>Capacity Analysis of a Passenger Rail Hub Using Integrated Railway and Pedestrian Simulation</title>
      <link>https://trid.trb.org/View/1933920</link>
      <description><![CDATA[As the level of passenger demand in rail transit systems increases, major railway stations in urban centres face serious capacity issues. Both analytical and simulation methods have been used to analyse complex station areas; however, prior efforts have only focused on either train or pedestrian movements with over-simplified assumptions that do not properly capture the impact of their interaction on capacity. This study applies an integrated crowd and transit simulation platform “Nexus” to simultaneously study the impact of pedestrian and train movements on the system performance of a complex railway station. Unlike other methods such as sequential simulation methods, the integrated simulation platform permits linkage between commercial-grade simulators. Instead of treating each simulator separately, this integrated method enables detailed modelling of how the train and crowd dynamic interact at station platforms. Such integration aims to explore the interactive effect on both types of movement and enable performance analysis possible only through this combination. To validate the model, a case study is performed on Toronto’s Union Station. Extensive data were collected, processed and input into railway and pedestrian models constructed using OpenTrack and MassMotion, respectively, and integrated via Nexus. Examining scenarios of increased levels of train and passenger volumes, a 9% drop in on-time performance of train operation is observed, while the level of service experienced by passengers on the platform deteriorates significantly due to crowding. Both length and variation in dwell time due to pedestrian movement are recognized as the main factors of performance deterioration, especially when the system approaches capacity limit. The simulation model produces estimates of the practical track-side capacity of the station and associated platform crowding levels, and helps identify locations where passengers experience severe overcrowding, which are not easily obtainable from mathematical models.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1933920</guid>
    </item>
    <item>
      <title>Capacity Analysis of a Complex Railway Station Using Integrated Crowd and Transit Simulation: a Case Study of Toronto’s Union Station</title>
      <link>https://trid.trb.org/View/1496946</link>
      <description><![CDATA[As passenger demand in rail transit systems increases, major railway stations face serious capacity issues for trains and passengers. Simulation tools have proven effective in analyzing complex station areas. Previous research in simulation methods, however, has only focused on either train or pedestrian movements, while their interaction has hardly been properly captured. An integrated crowd and transit simulation platform – Nexus – was applied to study the impact of pedestrian and train movements on system performance of a complex railway station – Toronto’s Union Station. Extensive data were collected, railway and pedestrian models were constructed with OpenTrack and MassMotion, and finally integrated within Nexus. A 9% drop in on-time performance was observed and passengers’ average duration at LOS F almost tripled with the increase of train and passenger volumes beyond certain levels. Both length and variation of dwell time due to pedestrian movement were recognized as the main factors of performance deterioration, especially when the system approaches capacity. The simulation model helped identify locations where passengers experienced severe overcrowding, which would not be obtainable from mathematical dwell time models. This paper reports on the development of each simulation tool and model results of the scenario tests performed.]]></description>
      <pubDate>Thu, 22 Mar 2018 11:57:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1496946</guid>
    </item>
    <item>
      <title>Use of Agent-Based Crowd Simulation to Investigate the Performance of Large-Scale Intermodal Facilities: Case Study of Union Station in Toronto, Ontario, Canada</title>
      <link>https://trid.trb.org/View/1394230</link>
      <description><![CDATA[When planning complex transit terminals, hubs, and stations, it is critical to analyze a facility’s capacity to handle expected passenger movements and volumes. In Toronto, Ontario, Canada, the revitalization of Union Station, the country’s busiest transit facility, involved the development of a set of high-fidelity pedestrian microsimulation models that were used to plan the improvement of this major intermodal hub. The pedestrian models were first created with MASSMOTION software, and construction plans and projected transit schedules were applied to represent various scenarios during and after the station revitalization. These models were then calibrated and validated against data from passenger counts and transit usage surveys to provide an accurate base for future scenarios. Through the use of a fully constructed model of the station with 2031 transit demand projections, a series of stress experiments was performed to evaluate the station’s capability to handle future passenger volumes. Under projected 2031 circumstances, it was found that Union Station could operate reasonably well. However, an increase in inbound transit passenger volumes of a mere 10% over 2031 projections could lead to severe levels of congestion within constrained sections of the station. This paper reports on the development of the microsimulation models and the model results for future scenarios.]]></description>
      <pubDate>Mon, 22 Feb 2016 13:15:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1394230</guid>
    </item>
    <item>
      <title>Union Station Signage: Information that Goes the “Extra Mile”</title>
      <link>https://trid.trb.org/View/811005</link>
      <description><![CDATA[This paper describes the hub of GO Transit’s rail and bus operation is Toronto’s Union Station, which was completed in 1927. Union Station is a classic intercity rail station, designed to provide a quality gateway for passengers departing to and arriving from other parts of Canada. Now this facility continues to accommodate a much reduced volume of intercity rail travelers, co-existing with the 160,000 rail commuters and nearly 11,000 regional bus travelers who pass through the station each day. This paper presents two different views of the challenges associated with signage at Union Station. The first view involves the operational function of dynamic signage for guiding GO Transit’s customers to their departing rail services. The second part addresses the static signage that provides a variety of information to people passing through the facility for a broad range of purposes.]]></description>
      <pubDate>Tue, 19 Jun 2007 08:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/811005</guid>
    </item>
    <item>
      <title>GO Transit’s Union Station Resignalling – Improvements in Operations through Technology Application</title>
      <link>https://trid.trb.org/View/810880</link>
      <description><![CDATA[This paper describes how GO Transit operates a regional commuter rail service with a primary operations hub at Toronto’s Union Station. They have recently acquired the 6 km long rail corridor adjacent to Union Station, the Union Station Rail Corridor (USRC) and they have embarked on a multi-year infrastructure improvement program to upgrade the entire plant within the USRC. As part of this program, a full resignaling of this 4000 route interlocking is planned, the primary goal of which, is to overhaul the entire operation and maintenance of the plant through the intelligent application of technology. To this end, GO Transit’s Owner’s Statement of Requirements that forms the backbone of the Request for Proposal (RFP) for the resignaling phase of the works, calls for many technical innovations within the context of a traditional resignaling. This paper will describe the resignaling project from concept to planned implementation, with specific focus on the technical innovations required and the control processes applied thereto. This paper will:  (1) broadly outline the history of the USRC resignalling project; (2) describe the current technology installed; (3) describe the functional and technical requirements of the new system and the perceived implementation; (4) describe the migration process; and (5) describe the key process controls planned.]]></description>
      <pubDate>Mon, 18 Jun 2007 13:44:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/810880</guid>
    </item>
    <item>
      <title>Advances in Switch Machine Technology: GO Transit’s in Tie Switch Machine Trial</title>
      <link>https://trid.trb.org/View/789881</link>
      <description><![CDATA[This paper describes the GO Transit system that operates a regional commuter rail service with a primary operations hub at Toronto’s Union Station. GO Transit has recently acquired the 6km long rail corridor adjacent to Union Station, the Union Station Rail Corridor (USRC) and has embarked on a multi-year infrastructure improvements program to upgrade the entire plant within the USRC. As the primary goal of the upgrade project is to overhaul the entire operation and maintenance of the plant, GO Transit is seeking to utilize advances in technology to facilitate efficiencies wherever possible. To this end, GO Transit has commenced an on-site evaluation of In Tie Switch Machines (ITSM), from 6 manufacturers, to determine the reliability, availability, maintainability and operability of ITSM technology within the context of the North American commuter rail environment, prior to the replacement of 250 machines within the USRC. This paper describes the program from concept to implementation, and it discusses the evaluation criteria and will:   (1) detail the rationale for ITSM technology within a major commuter rail environment; (2) provide an overview of the evaluation program; (3) detail the preliminary works including interfacing with Transport Canada and the safety approval process required to commence the trial; (4) describe the typical features implemented such as advanced diagnostics; and (5) describe the evaluation experience and criteria, including: (a) installation; (b) testing and commissioning; (c) routine maintenance and testing; and (d) specific testing including tamping.]]></description>
      <pubDate>Fri, 29 Sep 2006 10:37:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/789881</guid>
    </item>
    <item>
      <title>Modernizing a Maze</title>
      <link>https://trid.trb.org/View/760903</link>
      <description><![CDATA[Toronto Union Station Rail Corridor which currently contains 35 miles of track, 142 turnouts, 250 switch machines, and 234 signals, combining to yield 4,000 possible routes with a superbly maintained 1928 electro-mechanical interlocker will soon undergo a transformation from electro-mechanical to microprocessor based  interlocking control.  The replacement will be a state of the art system that will be part of a C$250 million resignaling program to make Toronto Union Station the most operationally advanced passenger terminal on the continent and double its existing capacity when completed.  It typifies what interlockings can do, and are doing, for today's railroads and transit systems.  Since the bidding has been opened to both North American and European architecture, the project could present a real watershed in interlocking technology.  The project involves every part of the infrastructure, trackwork, communications, electrical systems, and passenger areas, and the management consortium's objective is to set out requirements and let the bidder prescribe solutions.  That means that both North American and European interlocking architecture are relevant if they can meet GO Transit's needs.]]></description>
      <pubDate>Fri, 21 Oct 2005 07:58:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/760903</guid>
    </item>
  </channel>
</rss>