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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>BALLAST DISTRIBUTION AND MAINTENANCE: NEW EQUIPMENT BOOSTS SAFETY, PRODUCTIVITY</title>
      <link>https://trid.trb.org/View/539716</link>
      <description><![CDATA[Railroad engineering departments are looking to automated, remote controlled units to meet tougher challenges in maintaining and upgrading ballast.  Remote control units on ballast trains are both creating a safer work environment and increasing productivity.]]></description>
      <pubDate>Wed, 14 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539716</guid>
    </item>
    <item>
      <title>GEOGRIDS CUT BALLAST SETTLEMENT RATE ON SOFT SUBSTRUCTURES</title>
      <link>https://trid.trb.org/View/390225</link>
      <description><![CDATA[British Rail Research has found that geogrids are an effective way of reducing the rate of ballast settlement over soft substructures.  The main test facility for this work was the rolling load rig at Derby which was used to simulate soft sub-structure conditions and assess the performance of geogrids. The program consisted of three tests in which the track was relaid with or without a geogrid in the ballast layer.  Each test involved relaying the track, providing some initial compaction, tamping the track and then monitoring its performance under traffic.  The test results indicate that the soft substructure has a detrimental effect on track durability and that installing the geogrid produced a substantial improvement.]]></description>
      <pubDate>Tue, 03 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390225</guid>
    </item>
    <item>
      <title>EFFECTIVENESS OF SPRAYED BITUMEN AS A FORMATION MAINTENANCE TECHNIQUE</title>
      <link>https://trid.trb.org/View/378847</link>
      <description><![CDATA[A particular problem exists when upgrading moderately distressed track formations as complete removal of the track structure followed by excavation and rebuilding of the substandard formation materials cannot be economically justified. On the Richards Bay Coal Line several such sections were present which, with the advent of increased axle loading and traffic, were expected to degrade and result in high maintenance areas. This paper considers the identification of such areas and especially the role of water ingress and shows that drainage by exclusion in the form of bitumen layers between the ballast and the formation can effectively control such problems. This technique, which was pioneered by Ayres of British Rail, has been found to work extremely well on the Coal Line and reports are given on the performance of formations which have been under traffic for over 8 years.]]></description>
      <pubDate>Tue, 24 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/378847</guid>
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    <item>
      <title>THE INTRODUCTION OF BRITISH RAIL'S STONEBLOWING TECHNIQUE AS AN ALTERNATIVE TO TAMPING</title>
      <link>https://trid.trb.org/View/202358</link>
      <description><![CDATA[This paper is intended to give a brief insight into the reasons why British Rail decided to develop a new method of track maintenance and how the process of stone blowing works.  It is difficult to foresee any great improvement in operational speed of tamping machines since current models can already surface substantial amounts of track in fairly short times.  It was noticed that although the track quality after tamping was very good, this deteriorated very quickly under traffic.  Tamping is also relatively unsuccessful in areas where the ballast is poor, for example wet spots and on short wavelength faults such as those which occur at joints. These observations prompted British Rail into developing a new method of maintenance which produced a more permanent repair.]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202358</guid>
    </item>
    <item>
      <title>RAILROAD ENGINEERING</title>
      <link>https://trid.trb.org/View/182885</link>
      <description><![CDATA[This book presents railroad engineering principles quantitatively but without excessive resort to mathematics, and applies these principles to day-by-day design, construction, operation, and maintenance. It relates practice to principles in a sequential pattern (subgrade, ballast, ties, rails) and is applicable to both conventional railroads and rapid transit systems.]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/182885</guid>
    </item>
    <item>
      <title>EXAMINATION OF THE EFFECTIVENESS OF USING CHEMICALS TO STABILIZE BALLAST</title>
      <link>https://trid.trb.org/View/172988</link>
      <description><![CDATA[Efforts to find an effective way of slowing ballast deformation are described. Asphalt and bentonite were used in an experiment carried out by the PKP into ballast surface protection.  Foreign Railways have tested chemicals to stabilize ballast.  Effectiveness was rated in cases of high speeds.  Problem exists in cutting the cost of this method.]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172988</guid>
    </item>
    <item>
      <title>ENGINEERING TRADE-OFFS IN SUBGRADE STABILIZATION</title>
      <link>https://trid.trb.org/View/168400</link>
      <description><![CDATA[The mechanisms of subgrade soil stabilization with lime and cement are examined, and these methods are then compared with geotextiles, both on the basis of physical and cost performance.  Lime and cement stabilization here involve mix-in-place processes, rather than injection methods.  Life cycle costing should be used, rather than choosing a stabilization solely on a first-cost basis.  Analytical techniques are described.]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168400</guid>
    </item>
    <item>
      <title>LABORATORY INVESTIGATIONS OF THE STABILITY OF RAILROAD TRACK TIES ON REINFORCED BALLAST</title>
      <link>https://trid.trb.org/View/165382</link>
      <description><![CDATA[The results have been presented of laboratory investigations of the stability of loaded track tie resting on sand ballast of great nonelastic deformability and reinforced with steel net. The investigations have been carried out at special investigation station at which Winkler type foundation was modeled. With reference to a track tie loaded at the same ballast without reinforcement much less tie settlements and more uniform distribution of the pressure at foundation were obtained.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165382</guid>
    </item>
    <item>
      <title>POSTMORTEM INVESTIGATION OF THE KANSAS TEST TRACK, VOLUME I</title>
      <link>https://trid.trb.org/View/144795</link>
      <description><![CDATA[The Kansas Test Track (KTT) was comprised of nine different track systems, which were built on a designed embankment. The KTT subgrade experienced premature failure in service, and KTT operations were terminated in June 1975 after six months of operation.  A postmortem investigation of KTT was carried out in 1975 and 1976.  Volumes I and II document the structure, ballast, and embankment studies carried out by the U. S. Army Engineer Waterways Experiment Station in the postmortem investigation.  Results presented in Volume I provide needed insight into track system behavior and are particularly descriptive of ballast and embankment performance.  A rationale is presented to explain the mechanism of failure in the subgrade, and attention is drawn to the structure-ballast-subgrade interaction processes which govern track system performance.  Inadequate drainage of the top of the KTT embankment led to moisture content increases in the top of subgrade from 1971 to 1974, when traffic commenced.  The embankment clay was moderately to highly plastic, and moisture-induced loss of strength in the top few inches of subgrade was the principal cause of failure.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144795</guid>
    </item>
    <item>
      <title>OPTIMUM ADAPTATION OF THE CONVENTIONAL TRACK TO FUTURE TRAFFIC. STABILISATION OF BALLAST BY CHEMICAL METHODS</title>
      <link>https://trid.trb.org/View/15516</link>
      <description><![CDATA[This report presents results of tests carried out to determine the effectiveness of ballast stabilisation by chemical gluing methods.  These tests were carried out by BR, DB, SJ and SBB.  Results of earlier tests by other Administrations are also given.  (Japan, USA, etc.)]]></description>
      <pubDate>Wed, 19 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15516</guid>
    </item>
    <item>
      <title>TRACK FACTORY</title>
      <link>https://trid.trb.org/View/87182</link>
      <description><![CDATA[Renewal of track on high-density, electrified main lines carrying both frequent freight and high-speed passenger trains is performed by German Federal Railway using a track relaying train.  Planning, track design and work rules are all important along with the high-production equipment. Ballast cleaning and dynamic track stabilization are also functions of the renewal process.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87182</guid>
    </item>
    <item>
      <title>PROBLEM OF BALLAST STABILISATION: JOINT OBB-SNCF TESTS</title>
      <link>https://trid.trb.org/View/85736</link>
      <description><![CDATA[Description and results of tests carried out by the OBB and the SNCF on the artificial stabilisation of ballast by mechanical tamping, and influence of vibrations on adjacent track.]]></description>
      <pubDate>Fri, 11 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85736</guid>
    </item>
    <item>
      <title>RESTORING LOST LATERAL RESISTANCE TO THE TRACK</title>
      <link>https://trid.trb.org/View/85282</link>
      <description><![CDATA[SNCF tests embrace consolidation, chemical injection and vibratory stabilisation when investigating restoration of stability subsequent to maintenance work.  Establishes that mechanised procedure using DGS vibratory machine obviates post-maintenance speed restrictions.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85282</guid>
    </item>
    <item>
      <title>EVALUATION OF IMPROVED TRACK STRUCTURAL COMPONENTS UNDER SUB-ARCTIC CONDITIONS</title>
      <link>https://trid.trb.org/View/81340</link>
      <description><![CDATA[One area of concern to railroads in the northern third of the United States is the effect of frost heave and subsidence on track geometry.  The purpose of this study was to evaluate two methods of improving track geometry and reducing maintenance in sub-arctic environments.  Test track sections were installed in frost heave areas of the Alaska Railroad.  One installation was designed to evaluate concrete ties with adjustable fasteners.  The other installation was designed to evaluate the effect of including an elastic polymer stabilizer in the ballast.  The concrete tie adjustable fastener section performed satisfactorily.  Ties withstood bending stresses induced by the unfavourable frost heaving support conditions.  The fasteners provided an acceptable means of adjusting track during frost heave.  Stabilized ballast effectively reduced track subsidence due to weak foundation support.  However, other problems such as hardening of the binding material and migration of the unstabilized ballast layer, made the particular system used unacceptable at this time.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81340</guid>
    </item>
    <item>
      <title>DYNAMIC STABILIZATION TO FOLLOW TRACK RENEWALS</title>
      <link>https://trid.trb.org/View/80797</link>
      <description><![CDATA[The article describes tests conducted on a track under renewal after ballast cleaning and lifting due to tamping on a somewhat unconsolidated track.  It also describes the geometry and lateral resistance of the track before and after its stabilization, together with the effect of the vibrations produced by the dynamic track stabilizer on the neighboring track.]]></description>
      <pubDate>Sat, 03 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80797</guid>
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