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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>CHARACTERIZING THE PERFORMANCE OF CAST-IRON, HIGH-PHOSPHORUS CAST-IRON, AND COMPOSITION FREIGHT CAR BRAKE SHOES UNDER SIMULATED DRAG BRAKING CONDITIONS</title>
      <link>https://trid.trb.org/View/169456</link>
      <description><![CDATA[The performance of the cast-iron, high-phosphorus cast-iron, and composition brake shoes was evaluated through a test program under conditions simulating the operation of a loaded 70-ton freight car on a long downgrade or "stuck brake" situation.  The major part of the test program dealt with brake tests at constant speeds of 20, 30, and 40 mph with about 30 bhp energy-dissipation rate.  Additional tests included simulating "worst-usage cases" and those conducted to determine the effects of a rolling-contact load, partial shoe contact, and brake-shoe force magnitude on the performance of three types of shoes.  During each test, the braking torque, the wheel temperature, and the strain in the wheel were measured.  The major conclusions of the study are: The brake-shoe force ratios of 1:1:0.5 currently used for the cast-iron, high-phosphorus cast-iron, and composition shoes should be reconsidered; The current ratios could be a contributing factor in overheating of the wheel; and Using a composition shoe by mistake in a brake-rigging meant for a cast-iron shoe could lead to a wheel failure.]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/169456</guid>
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      <title>TRAIN BRAKE AND TRACK CAPACITY REQUIREMENTS FOR THE '80S</title>
      <link>https://trid.trb.org/View/164903</link>
      <description><![CDATA[Ten years ago, the authors presented ASME Paper 71-WA/RT-9 which examined air brake system operating and test procedures and their effect on train operation. To meet the requirements of the '80s, the authors believe it is essential to look back over the last ten years at the factors which influenced the thinking, maintenance trends and performance of the freight car fleet.  To meet future demands, a projection of the car fleet and the tonnage to be carried must be reviewed.  Important changes and improvements have been put into place regarding air brake equipment and train speed control.  This paper reviews the present situation and looks into the '90s to identify areas where further changes and improvements seem necessary.]]></description>
      <pubDate>Thu, 09 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164903</guid>
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      <title>UPGRADED TRAIN BRAKE PERFORMANCE RESULTING FROM 1972 BRAKING RATIO DEFINITIONS</title>
      <link>https://trid.trb.org/View/9781</link>
      <description><![CDATA[Braking ration in its specific terminology is merely an expression of the percentage of car weight which is translatable to total brake shoe force.  In the past few years the AAR has systematically addressed their attention to recognizing and establishing some degree of limits on several of the variables which effect brake performance. With the advent of composition brake shoes, a performance specification was adopted which, in effect, set acceptable maximum and minimum friction levels for this type of brake shoe in both "stop" type braking and continous horsepower or grade braking.  Essentially this redefinition of braking ratio eliminated the rigging loss variable as a factor influencing brake performance.]]></description>
      <pubDate>Mon, 13 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/9781</guid>
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      <title>BRAKING PERFORMANCE OF FREIGHT TRAIN -- BRAKING RATIO AND BRAKING DISTANCE</title>
      <link>https://trid.trb.org/View/18909</link>
      <description><![CDATA[The braking distance of trains on JNR's narrow gauge lines is stipulated in a regulation as to be within 600m in any case.  This must be a primary consideration in designing either vehicles or ground facilities.  In order to have more traffic available, train speed must be increased and each train must be composed much longer.  These are contradictory requirements for freight trains with conventional air brake equipment.  These circumstances brought the study on this theme.  This paper deals with (1) the survey of actual trains on their consist, their loading conditions and so on, (2) method of simulation for making up train consist, and (3) the result obtained therefrom.]]></description>
      <pubDate>Mon, 26 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18909</guid>
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      <title>MATHEMATICAL BRAKING CURVES FOR RAIL VEHICLES</title>
      <link>https://trid.trb.org/View/36148</link>
      <description><![CDATA[A collection of formulae and diagrams showing how, in accordance with DB operating stipulations and UIC Leaflet 544, Appendix 6, the following can be calculated: braking percentages in relation to train speed up to 170 km/h and for advance warning signal distances of 400m, 700m, and 1,000m, braking distances in relation to the braking percentages and for speeds up to 170 km/h.]]></description>
      <pubDate>Thu, 19 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36148</guid>
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    <item>
      <title>LOAD-TO-TARE RATIOS VS. BRAKING</title>
      <link>https://trid.trb.org/View/36236</link>
      <description><![CDATA[This second installment traces the evolution of the air brake as steel replaced wood in freight cars, and both individual car capacities and train lengths grew.  Following passage of the Safety Appliance Acts of 1893 which required power brakes eventually on all cars, passenger and freight brake systems began to evolve on different paths.  The more highly sophisticated passenger brake system developed control features which were gradually incorporated in freight equipment.  Traced here are development of the Types H, L, K, and AB freight brake systems, the empty-load brake and the PC, Universal, and electro-pneumatic equipments for passenger service.  Period covered in 1890 to 1930.]]></description>
      <pubDate>Thu, 19 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36236</guid>
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