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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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      <title>An Assessment of Two Methods for Fatigue Life Prediction of an Aluminum Alloy Car Body</title>
      <link>https://trid.trb.org/View/1369689</link>
      <description><![CDATA[This article introduced respectively the equivalent structural stress method which is based on the American ASME standard and the Miner cumulative fatigue damage theory. The Miner theory uses the S-N curve of welded joints provided in the IIW standard. These two methods are applied to the specific engineering cases of the aluminum alloy car body. The comparison shows that the equivalent structural stress method should be popularized widely.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:36:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1369689</guid>
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      <title>Safety Mettle: Aluminum-Body Ford F-150 Crew Cab Aces Tests</title>
      <link>https://trid.trb.org/View/1370070</link>
      <description><![CDATA[This article describes the aluminum-body 2015 Ford F-150 crew cab’s and extended crew cab’s  rating results in the full ranges of Insurance Institute for Highway Safety (IIHS) crashworthiness evaluations.  The author notes that this vehicle qualified for a 2015 TOP SAFETY PICK award, with only the small overlap test result less than a good rating.  The regular crew cab F-150 vehicle earns good rating for all five IIHS crashworthiness evaluations, but the extended cab received only a marginal rating for occupant protection in the small overlap front crash.  The IIHS chose this vehicle to test not only because it is very popular with consumers, but it is also the first mass-market vehicle with an all-aluminum body.  The article includes a table comparing the two vehicles side-by-side as well as photographs demonstrating how the crew cab looks after the small overlap front crash test.   One sidebar notes that although the Ford F-150 crew cab scores high marks for crashworthiness, but the aluminum-body pickup costs more to repair after minor crashes than its steel-body predecessor; photos illustrate exactly what can happen in a crash.]]></description>
      <pubDate>Fri, 25 Sep 2015 16:30:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370070</guid>
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      <title>Crash and structural analyses of an aluminium railroad passenger car</title>
      <link>https://trid.trb.org/View/1216848</link>
      <description><![CDATA[Crashworthiness, strength and vibrational features of a railroad passenger car, which is originally made of steel members and then converted to an aluminium design, are studied. The finite element (FE) method is utilised for the static analysis in compliance with various scenarios defined in UIC CODE OR 577, modal analysis and simulation of the crash into a rigid wall. Firstly, a full-length, detailed passenger car model made of steel is used in FE analyses and the model is verified for the steel car body by comparisons with strain measurements and experimental evaluation of natural frequencies. The agreement between test measurements and FE results indicates that the FE model of the railroad car accurately represents the original structure. Following, effects of material change on the structural behaviour can be accurately judged based on the outcomes of the analyses. It is observed that the stress values and natural frequencies of the aluminium structure are almost equal to those of the original steel structure. Moreover, the crash energy absorption characteristics are within the acceptable tolerances for both cases. The final aluminium design is found to be about one-third of the weight of the initial steel structure while it preserves stiffness values within acceptable limits. In addition, an equivalent spring-mass system is developed to model the crash of both steel and aluminium passenger cars, which can be used for occupant safety investigations in future.]]></description>
      <pubDate>Tue, 30 Oct 2012 09:31:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1216848</guid>
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    <item>
      <title>Aluminum vs. Stainless Steel Rail Cars</title>
      <link>https://trid.trb.org/View/873994</link>
      <description><![CDATA[This paper describes how mild carbon steel was most commonly used for car-body structural members in the past. Exposed surfaces were painted to resist corrosion. Stainless steel was first used in the 1930’s. Initially, an 18-8 (18% Chromium – 8% Nickel) alloy was used. This material is similar to the alloy 301, an austenitic stainless steel. Originally, stainless steel was used only for the exterior skin. All other members were fabricated from mild steel and/or high strength low alloy steel. Generally, stainless steel cars can be classified into four categories: (1) stainless steel clad car; exterior sheathing only is stainless steel; (2) semi stainless steel car; All stainless steel except (full length) under-frame structure; Stainless steel car; All stainless steel except for end under-frame(s) and bolster(s); and (4) all lightweight stainless steel; using new engineering design and manufacturing technologies. From a weight saving perspective, the clad and semi stainless offered minor or no benefits, while a lightweight stainless car shell is approximately half the weight of a car shell constructed of mild steel. Early on, austenitic stainless steel had issues with inter-granular corrosion and stress corrosion due to carbon content. Advancements in metallurgy and welding techniques (including laser and resistance) have largely eliminated these problems. The result is a light, strong and virtually maintenance free stainless steel car shell. The development and design of rail cars made of aluminum alloys started in the 1960s. With limited structural extruded shapes, designers were not able to develop a structure which could adequately take advantage of aluminum’s physical properties. Engineers relied almost entirely on AlZN4.5MG1. The welding of aluminum as a joining technique was also developed, however, little was known regarding the strength of the components in and around the heat-affected zone of the weld joint. In the 1970s, further optimization of extrusion cross-sections based on aluminum properties, resulted in designs that took better advantage of aluminum’s physical properties. Today, it is possible to manufacture closed section extrusions with various shapes, dimensions and length over 75 feet. This led to the integral aluminum car shell design.]]></description>
      <pubDate>Tue, 25 Nov 2008 07:31:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/873994</guid>
    </item>
    <item>
      <title>Aluminium foams for lighter vehicles</title>
      <link>https://trid.trb.org/View/762324</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 20 Oct 2005 13:33:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/762324</guid>
    </item>
    <item>
      <title>FROM HERE TO EFFICIENCY: TIME LAGS BETWEEN INTRODUCTION OF NEW TECHNOLOGY AND ACHIEVEMENT OF FUEL SAVINGS</title>
      <link>https://trid.trb.org/View/674366</link>
      <description><![CDATA[The energy savings of new technology offering significant improvements in fuel efficiency are tracked for more than 20 years as vehicles incorporating that technology enter the fleet and replace conventional light-duty vehicles.  Two separate analyses are discussed:  a life-cycle analysis of aluminum-intensive vehicles and a fuel-cycle analysis of the energy and greenhouse gas emissions of double versus triple fuel-economy vehicles.  In both efforts, market-penetration modeling is used to simulate the rate at which new technology enters the new fleet, and stock-adjustment modeling is used to capture the inertia in turnover of new and existing current-technology vehicles.  Together, these two effects--slowed market penetration and delayed vehicle replacement--increase the time lag between market introduction and the achievement of substantial energy savings.  In both cases, 15 to 20 years elapse before savings approach these levels.]]></description>
      <pubDate>Fri, 12 Jan 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/674366</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF ALUMINUM BODY FOR THE MOST FUEL EFFICIENT VEHICLE.</title>
      <link>https://trid.trb.org/View/620183</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 06 Dec 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/620183</guid>
    </item>
    <item>
      <title>PLASTICS, ALUMINUM, STEEL: MATERIALS WITH A BIG ROLE IN FUTURE VEHICLES.</title>
      <link>https://trid.trb.org/View/634186</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 24 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/634186</guid>
    </item>
    <item>
      <title>LIFE-CYCLE ENERGY SAVINGS POTENTIAL FROM ALUMINUM-INTENSIVE VEHICLES.</title>
      <link>https://trid.trb.org/View/630900</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 24 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/630900</guid>
    </item>
    <item>
      <title>SBB'S IC-2000 STOCK UNVEILED</title>
      <link>https://trid.trb.org/View/470813</link>
      <description><![CDATA[The first in an initial order of 58 IC-2000 aluminum-bodied double-deck intercity coaches for Swiss Federal Railways (SBB) was unveiled at Schindler Waggon's Pratteln factory on 26 September.  The IC-2000 is one of several significant rolling stock contracts now coming to fruition.  The article describes this major element in the railway's Bahn 2000 program to increase system capacity.]]></description>
      <pubDate>Thu, 20 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/470813</guid>
    </item>
    <item>
      <title>USE OF ALUMINUM FOR RAILROAD VEHICLES</title>
      <link>https://trid.trb.org/View/34880</link>
      <description><![CDATA[A review is presented of railroad and subway cars constructed of lightweight aluminum alloys which are currently in use in various industrially developed countries.]]></description>
      <pubDate>Wed, 18 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34880</guid>
    </item>
    <item>
      <title>LONDON TRANSPORT TRAINS</title>
      <link>https://trid.trb.org/View/150247</link>
      <description><![CDATA[This Paper describes the process of design and development and procurement of new trains for London Transport, who assume many of the functions of a prime contractor.  The Paper gives a number of examples of features which are felt to reduce the maintenance cost or improve the reliability or safety of the rapid transit cars.]]></description>
      <pubDate>Thu, 27 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150247</guid>
    </item>
    <item>
      <title>WASHINGTON METRO'S RAPID TRANSIT CARS</title>
      <link>https://trid.trb.org/View/51958</link>
      <description><![CDATA[Every new transit property faces a multitude of difficult decisions in establishing the design criteria for its transit cars.  These decisions deal with the cars' construction, dimensions, the various sub-systems, their interface with each other and with the train control equipment to provide optimum performance economically without sacrificing the equipment reliability and maintainability.  This paper gives a description of the Washington Metro's present rapid transit cars and will give a brief evaluation of these cars' demonstrated performance.]]></description>
      <pubDate>Mon, 27 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51958</guid>
    </item>
    <item>
      <title>A EUROPEAN BREAKTHROUGH--20 YEARS' FATIGUE SIMULATED IN ONE MONTH ON AN ENTIRE PASSENGER COACH BODY</title>
      <link>https://trid.trb.org/View/71852</link>
      <description><![CDATA[For the first time in Europe a whole passenger coach body was subjected to accelerated fatigue tests.  These tests, which simulated 20 years of regular service in one month, were carried out by the Brussels laboratories of the Belgian Association of Industry (AIB).  The coach being tested was an Alusuisse prototype of which 1,000 aluminum units had been ordered for the renewal of the Paris Metro rolling stock.  The tests confirmed the high fatigue resistance of this type of coach.]]></description>
      <pubDate>Sat, 14 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71852</guid>
    </item>
    <item>
      <title>ALUMINIUM TRAINSETS WILL INTEGRATE CROSS-PARIS SERVICES</title>
      <link>https://trid.trb.org/View/146186</link>
      <description><![CDATA[Integration of commuter service over Paris rapid transit and French National Railways lines requires rolling stock capable of operating from two power supplies and variations in platform height.  The hybrid design incorporates features from existing SNCF and RATP trainsets, and features lightweight bodies, chopper control and automatic changeover between 1.5 kV dc and 25 kV ac.]]></description>
      <pubDate>Thu, 15 Jan 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146186</guid>
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