<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>BR 200 KM/H TUBULAR AXLE MOTOR</title>
      <link>https://trid.trb.org/View/60988</link>
      <description><![CDATA[In 1976 the British Railways Technical Centre produced a three-phase wheelset motor where the motor is mounted inside a tubular axle, the axle itself forming the rotor.  Because the whole motor is unsprung, it must be light and able to withstand high shock loadings, conditions well met by squirrel-cage induction motors.  A new design now being developed will have the stator as the axle with rotor and wheelset revolving around it.  This arrangement removes the need for inner bearings and eliminates the stator lamination stack as a load bearing path.]]></description>
      <pubDate>Thu, 16 Feb 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60988</guid>
    </item>
    <item>
      <title>RAILWAY ELECTRIFICATION IN THE TWENTIETH CENTURY</title>
      <link>https://trid.trb.org/View/19123</link>
      <description><![CDATA[In this paper the author, having been responsible for the recommendation that 25,000 V single-phase electrification at industrial frequency should be adopted as standard for Great Britain, completes the story first unfolded at the previous Electrification Conference in 1960.  The paper is of a general character and reviews the evolution of the art and the contribution made by British Railways and industry, giving historical reasons for the present position. Reference is made to electrification schemes outside the London Midland scheme, and because of the author's subsequent extensive travel abroad, it has been possible to include some interesting comparisons.  Remarks are also presented on the peculiar situation of Great Britain, geographically located between countries East and West who hold divergent views on motive power policy, and the future of the industry at home and abroad is considered.  The importance of the British solution assumes greater proportions.  (1) Reduced clearances, now proved to be technically acceptable and resulting in immense savings in cost of providing clearances as well as permitting the use of cheaper equipment.  (2) P.t.f.e. insulation, now proved to be technically acceptable and resulting in large savings in cost of overhead equipment.  (3) Simple catenary equipment for 100 mile/h, technically proved to supersede compound and stitched catenary equipment, resulting in large savings in cost of overhead equipment.  (4) Redesigned pantograph, technically proved and now only one necessary per locomotive with consequent saving in cost.  (5) Nose-suspended axle-hung motors for locomotives, technically proved that special designs incorporating full suspension are an unnecessary expense.  (6) New rectifier manufacturing techniques, technically proved to lead to the elimination of auxiliary apparatus prone to failure and thus ensuring more reliable and cheaper equipment.]]></description>
      <pubDate>Mon, 10 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19123</guid>
    </item>
    <item>
      <title>ELECTRIFICATION OF THE LONDON MIDLAND MAIN LINE FROM EUSTON</title>
      <link>https://trid.trb.org/View/19124</link>
      <description><![CDATA[The paper describes the lines on the London Midland Region of British Railways new electrified at 25 kV, 50-cycles, single-phase a.c.  After discussing the commercial and other factors affecting the decision to electrify, the equipment is briefly described, followed by a more detailed account of the planning and execution of the installation work and the creation of the maintenance organization.  The difficulties which have arisen with the equipment and the way in which they have been overcome or are being tackled are then described.  The paper concludes by discussing factors which may influence the prospects of future a.c. elecrification in this country.]]></description>
      <pubDate>Mon, 10 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19124</guid>
    </item>
    <item>
      <title>SWISS THREE-PHASE CONVERTER EXPERIMENT</title>
      <link>https://trid.trb.org/View/13224</link>
      <description><![CDATA[Applications of three-phase motors in traction hitherto have often been aimed at reducing maintenance or taking advantage of automatic regeneration.  Progress in the design and construction of single-phase ac commutator motors now allows 1-hr outputs of some 135 kW per axle, but higher ratings could only be achieved by increasing rotational speed.  Progress in this direction is limited by commutation difficulties, and so attention is turning once more to the possibilities of induction motors having no physical connection between the field system and the rotor. The Swiss Federal Railways is conducting trials with a former motor baggage van, De 4/4 No. 1685 of 1928, in which static converters have been installed for changing the overhead line supply of 15 kV, 16-2/3 Hz single-phase ac into three-phase of variable frequency and voltage.  The commutator traction motors have been replaced by four axle-hung three-phase machines.]]></description>
      <pubDate>Fri, 04 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13224</guid>
    </item>
  </channel>
</rss>