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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>SINGLE-TRACK SUBWAY ENVIRONMENTAL SIMULATION MODEL. PHASE I</title>
      <link>https://trid.trb.org/View/7368</link>
      <description><![CDATA[The report describes the Single-Track Subway Environment Simulation computer program which has been developed during the first year of the IRT project and includes sample preliminary input forms for the program as well as results from a test simulation of a sample subway system.  This designer-oriented computer program will simulate multiple train operation and will provide continuous, peak, and average readings for the air velocity, temperature, and humidity throughout the stations, tunnels, and ventilation shafts of a single-track subway.  (Author)]]></description>
      <pubDate>Sun, 09 Mar 2003 00:00:00 GMT</pubDate>
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      <title>CONSIDERATION OF FRACTURE MECHANICS ANALYSIS AND DEFECT DIMENSION MEASUREMENT ASSESSMENT FOR THE TRANS-ALASKA OIL PIPELINE GIRTH WELDS. VOLUME I</title>
      <link>https://trid.trb.org/View/63171</link>
      <description><![CDATA[In anticipation of a request for waivers on defective girth welds in the Trans-Alaska oil pipeline, DOT requested assistance from the National Bureau of Standards (NBS) in evaluating the fracture mechanics analysis and the nondestructive evaluation (NDE) methods used to detect and determine dimensions of weld defects. NBS measured the required mechanical properties of the weld metal, developed and evaluated fracture mechanics methods to determine the allowable defect sizes, and evaluated various methods of measuring the size of defects present in the welds from existing field radiographs. Results of this investigation show that the fracture mechanics analysis can be used to determine the allowable defect sizes concerning the integrity of the pipeline, but that these analyses have not been experimentally verified at this time. Defect dimensions can be determined with sufficient accuracy to be useful in the fracture mechanics analyses if the radiographs are made under carefully controlled conditions. If the radiographs are not made with close control, the accuracy of the defect sizes may not be sufficient to permit their use in establishing allowable defect sizes.]]></description>
      <pubDate>Wed, 16 Jan 2002 00:00:00 GMT</pubDate>
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      <title>CONSIDERATION OF FRACTURE MECHANICS ANALYSIS AND DEFECTS DIMENSION MEASUREMENT ASSESSMENT FOR THE TRANS-ALASKA OIL PIPELINE GIRTH WELDS. VOLUME II</title>
      <link>https://trid.trb.org/View/63172</link>
      <description><![CDATA[The volume contains the appendices to the above report. These appendices contain several technical reports from consultants and NBS staff. In some cases, the terminology, units, and symbols chosen are not consistent with the main body of the report (Volume I). However, within a given appendix report, notation and symbols are consistent. (Portions of this document are not fully legible.)]]></description>
      <pubDate>Wed, 16 Jan 2002 00:00:00 GMT</pubDate>
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      <title>IMPROVEMENT OF RAILROAD ROLLER BEARING TEST PROCEDURES AND DEVELOPMENT OF ROLLER BEARING DIAGNOSTIC TECHNIQUES. VOLUME I: ACCEPTANCE TEST</title>
      <link>https://trid.trb.org/View/177612</link>
      <description><![CDATA[Bearing defect data from 8,000 railroad roller bearings are analyzed to determine their defect modes and defect rate distributions. Cone bore growth, brinelling, and fatigue are identified as the predominant defect modes during the first 12 years of the aging process. The results of the study show that after approximately two years of service, 10 percent of all railroad roller bearings exhibit a defect of one type or another for which at least one component would be condemned if it were in a rework shop. The present AFBMA method of calculating fatigue spalling, modified to account for lubricant film thickness effects, correlates reasonably well with the observed incidence of spalling (10 percent fatigue life of about 11 years). The problem lies in the fact that AFBMA calculation procedure does not consider the other competing defect modes which contribute far more to the overall defect rate than spalling. The relationship between defect rate and failure rate is not direct, of course, and an examination of condemning limit definitions relative to the progression of bearing failure in service is needed.]]></description>
      <pubDate>Wed, 30 Nov 1983 00:00:00 GMT</pubDate>
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      <title>CRITERIA FOR DEVELOPMENT OF EMISSIONS AVERAGING FOR HEAVY-DUTY ENGINES AND LIGHT-DUTY TRUCKS</title>
      <link>https://trid.trb.org/View/168939</link>
      <description><![CDATA[With the final implementation of the "bubble policy" for stationary sources, EPA is now investigating the possible implementation of an averaging concept for mobile source emissions. Emissions averaging is meant to provide motor vehicle manufacturers with greater flexibility in determining the mix of vehicles/engines to produce and the control technology to apply, while at the same time permitting no degradation in the air quality benefits derived from controlling motor vehicle emissions. This paper will examine the major benefits of the averaging concept and will identify the important design considerations which should affect the final form of any averaging concept. The analysis of these important design considerations will be used to identify design criteria which will be necessary for a successful averaging program.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168939</guid>
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    <item>
      <title>PRELIMINARY DESIGN STUDIES OF MAGNETIC SUSPENSIONS FOR HIGH SPEED GROUND TRANSPORTATION. VOLUME II, EXPERIMENTAL RIDE SIMULATION STUDIES</title>
      <link>https://trid.trb.org/View/14250</link>
      <description><![CDATA[The report describes an experimental program using human subjects to evaluate the ride quality resulting from specific suspension strategies, and to compare these with a standard ride. The study is part of a more general task to learn how to isolate guideway irregularities from high speed ground vehicles to insure passenger comfort. The results of the study show the following: A ride evaluation by different individuals is a meaningful approach; the discomfort index criterion is roughly correct but has some limitations; the standard ride which was used for comparison, namely, the DOT ride quality specification, is not a particularly good ride; and magnetic suspensions operating on a moderately smooth guideway at 483 km/hr will require active control in order to produce ride quality approaching that of a jet aircraft on a quiet day.]]></description>
      <pubDate>Wed, 25 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14250</guid>
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      <title>EVALUATION OF AUTOMOBILE DRIVETRAIN COMPONENTS TO IMPROVE FUEL ECONOMY</title>
      <link>https://trid.trb.org/View/83125</link>
      <description><![CDATA[Wide ratio range automatic transmissions with lockup torque converters could be in production by the early 1980's. In order to evaluate their impact upon fuel economy, emissions, driveability, acceleration, and durability, four 1975 Chrysler automobiles with inertia weights and engine sizes typical of that time period were equipped with Multi-Purpose Test Transmissions. These transmissions could duplicate: current three-speed automatic transmissions; wide range three-speed automatic transmissions; and wide range four-speed automatic transmissions with or without torque converter lockup. Each of the test cars were evaluated in seven different transmission modes for fuel economy, emissions, driveability, acceleration, and durability. Fuel economy test results were compared to computer predicted fuel economies. Predicted values agreed with actual fuel economies within the resolution of the test method. Composite fuel economy improvements of up to 14% were achieved with no change in acceleration and durability. Further development work is required to bring emissions and driveability to acceptable levels. Maximum increases in fuel economy due to drivetrain improvements have not been demonstrated due to the possibility for further optimization of engine road load matching and the impacts of emission and driveability modifications.]]></description>
      <pubDate>Wed, 11 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83125</guid>
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