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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>High speed rail Lisbon – Madrid: an innovative method</title>
      <link>https://trid.trb.org/View/1240092</link>
      <description><![CDATA[In the recent decades, high speed rail investments have been a subject of great interest from European Union. Given that these investments usually involve large public funding, once decided, it is really important to plan the system in the most efficient way. The motivation for the study meets the interest in the MATE – Multi-Attribute Tradespace Exploration – method and its applicability in the development process for the several products and situations. The method, first developed at MIT (Massachusetts Institute of Technology), has been shown to enable a better conceptual decision-making in aerospace system applications; however it has never been applied to the analysis of a transportation problem, especially as in this analysis of a high speed rail project. This paper describes different applicability of MATE method to analyse the future Lisbon- Madrid high speed rail line. The study was part of the EXPRESS research project, set up under the MIT-Portugal Program. The work done addresses the feasibility of the introduction of cargo on the operation of this line admitting that the rolling stock will be of the same type as the passenger’s rolling stock. Containerized cargo will only use open slots beyond passengers’ service. This application use´s integrated technical data, both from different rail operators and from stakeholders that have no direct role in decisions regarding the rail system but have a strong interest in taking part of the high speed rail line decision process. The feasibility of the MATE method for dealing with this complex transportation issue and associated constraints will be discussed in the paper together with the results obtained.]]></description>
      <pubDate>Mon, 04 Feb 2013 14:34:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1240092</guid>
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      <title>TRACK TRAIN DYNAMICS. GUIDELINES FOR: TRAIN HANDLING, TRAIN MAKEUP, TRACK &amp; STRUCTURES, ENGINEER EDUCATION</title>
      <link>https://trid.trb.org/View/29590</link>
      <description><![CDATA[This manual was prepared as an immediate aid in improving freight train performance.  It has five sections: Definitions and Functions of Equipment; Train Handling; Train Makeup; Track and Structure; Engineer Education. These results are based on parametric study using validated analytical models.]]></description>
      <pubDate>Fri, 03 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29590</guid>
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      <title>RAILWAY AREA SIMULATION: AN AID TO TRAIN CONTROL</title>
      <link>https://trid.trb.org/View/14881</link>
      <description><![CDATA[The paper describes a computer-based model of a railway network developed by the BR R&D Division.  This model was designed to permit the evaluation of advanced train control strategies without resorting to practical tests on the real railways.  Comprehensive facilities are provided by the simulator to handle the many complex facets of railway operation.  The simulator has been used by BR to study train control strategies.  It has also been employed to evaluate train service plans and line capacities, particularly for services of high density which demand running at close headways.]]></description>
      <pubDate>Thu, 10 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14881</guid>
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    <item>
      <title>BLOCKING AND TRAIN OPERATIONS PLANNING</title>
      <link>https://trid.trb.org/View/31594</link>
      <description><![CDATA[This report summarizes the functional details of various computer-aided methodologies developed to conduct detailed analyses of blocking and train operations, schemes and yard operations for the Northeastern and Midwestern states.  The methodologies and the programs described in this report can be used for analyzing rail operations in any railroad network.]]></description>
      <pubDate>Wed, 10 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31594</guid>
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    <item>
      <title>INVESTIGATION OF OPTIMUM ALGORITHMS OF CONTROL OF FREIGHT TRAINS</title>
      <link>https://trid.trb.org/View/24943</link>
      <description><![CDATA[Formulas obtained on the basis of the maximum principle are presented for linearized characteristics of a train.  A program is proposed for the calculation of the parameters of the optimal, from the point of view of energy, velocity curves at the constant profile sector for a set time of run. The effect of the conditions of motion on the character of optimum laws of control of electric locomotives is analyzed.]]></description>
      <pubDate>Fri, 16 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24943</guid>
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    <item>
      <title>WORKING OUT OPTIMAL FREIGHT TRAIN MAKE-UP PLAN ON ELECTRONIC COMPUTER AND DISTRIBUTION OF CLASSIFICATION WORK ON LARGE RAILWAY NETWORK</title>
      <link>https://trid.trb.org/View/15660</link>
      <description><![CDATA[The rational organization of freight train traffic requires the solution of two problems, namely, determination of the routes of the car traffic and the order of including cars into trains of different destinations.  The routes of freight car traffic established from a number of considerations cannot be constructed in a computer on the basis of the principle of the shortest (most advantageous) route.  It is therefore necessary to provide additional information characterizing the deviations from the optimal routes.  The volume of classification work and the time spent by cars waiting for the accumulation of trains depend on the order of combining cars into trains (the train make-up plan).  The reduction of the cost of this classification work and car detention to a minimum is connected with the solution of a problem of integer linear programming with many thousand unknowns.  An effective solution of the problem is achieved by methods of improving the plan and searching for a better one.  It is shown that the calculations can be reduced considerably if account is taken of certain features of the problem being solved.  The program worked out according to the proposed method ensures the conducting of calculations for a railway network with hundreds of classification yards.]]></description>
      <pubDate>Wed, 17 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15660</guid>
    </item>
    <item>
      <title>ON THE DETERMINATION AND PRACTICE-REFERRED TRIAL OF CONTROL STRATEGIES FOR COMPUTER-AIDED OPTIMIZED TRAIN OPERATION</title>
      <link>https://trid.trb.org/View/15661</link>
      <description><![CDATA[This paper deals with new methods to determine and test control algorithms for: (a) optimally controlled train sequence on railway lines; (b) energy optimized individual train control.  In the first case it is assumed that a process computer is coupled to the railway line for the self-acting tracing of train movements by comparing the actual and stored nominal positions.  If a delay occurs, the computer shall automatically start an optimizing programme to calculate an optimally modified timetable within a given disposition interval.  Suggested is a new mode of access based on the discrete form of Pontrjagin's maximum principle which yields an optimum solution by evaluating a sequence of bivalent decisions in a way that is favourable with respect to storage location and computing time utilization.  The obtained control algorithm has been tested in a practice-referred mode by coupling a small process computer to the model railway system of the Dresden College of Transport.  The second problem dealt with in this paper concerns the following task: With due consideration of constraints regarding travelling speed, tractive force and brake power, and within the scheduled or modified travelling time obtained under (a), a train shall be moved from the stations A to B with minimized energy consumption. Again Pontrjagin's maximum principle has been used to obtain an optimum solution for train movements on plans and gradients.  Trials have been made by coupling a small control computer to an electronic running simulator.  It can be shown that, compared to manually controlled train movement, energy consumption can be reduced by approx. 15%, and that adherence to timetables may be improved to quite a degree; especially under unfavourable conditions such as poor visibility, etc.]]></description>
      <pubDate>Wed, 17 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15661</guid>
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