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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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    <item>
      <title>ORE. QUESTION B 126. POWER LIMITS OF THE DISC BRAKE</title>
      <link>https://trid.trb.org/View/268034</link>
      <description><![CDATA[The report describes the tests carried out to determine the power limits when braking to a standstill from 200 km/h and on long gradients for axle-mounted brake discs and composition brake blocks.  The power limits calculated from a technical point of view must be determined as a function of the braking load in service for reasons of economy.  The report contains comments for constructing the disc brakes and for determining the service life for a known power requirement.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:32:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/268034</guid>
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      <title>DETERMINING PRACTICAL TONNAGE LIMITS AND SPEEDS IN GRADE OPERATIONS</title>
      <link>https://trid.trb.org/View/5661</link>
      <description><![CDATA[It is emphasized that in considering the design, control, and management of railroads, thinking must be oriented to horsepower, not only tractive but also braking.  The author analyzes the effect and distribution of braking horsepower, listing parameters useful in modern railroading.  Provided are graphical methods for determining practical tonnages per car and train for safe operation down grades.]]></description>
      <pubDate>Sun, 13 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5661</guid>
    </item>
    <item>
      <title>SUBOPTIMAL CONTROL STRATEGIES FOR MULTILOCOMOTIVE POWER TRAINS</title>
      <link>https://trid.trb.org/View/172848</link>
      <description><![CDATA[This study introduces two different controllers for the handling of very long multipowered trains, including braking operations.  The purpose of the controller is to minimize coupler force and velocity deviations from reference values due to grade changes and other disturbances.  The controller is superimposed to a throttling and braking schedule known beforehand.  As there are constraints on the inputs (especially the braking inputs) and the coupler forces that cannot be neglected, a linear control law cannot be applied straight-forward.  Therefore a switching policy is chosen such that a piecewise linear system results.  The linear suboptimal controllers acting between the switching moments are derived from two different small scale train models using standard optimal control design.  One model represents a reduced order model of the long train, the other one uses a short train configuration consisting of fewer cars than the given train, where the cars however preserve the original characteristics.  From the obtained weighting patterns a control law for the large scale system is derived.]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172848</guid>
    </item>
    <item>
      <title>TRANSPORT OF ENERGY BY RAIL</title>
      <link>https://trid.trb.org/View/168542</link>
      <description><![CDATA[An examination of physical and operating problems of the mountain railroads of Canada indicates that rail capacity can be adequate to meet the potential demands for Canadian coal over the next fifteen years.  As a fuel-efficient carrier, the railways will have an increasingly important role in transporting energy supplies, especially coal. High energy prices, however, will increase the base costs of railroads.  Significant investment will be required for track improvements, siding and signaling on the existing main lines of Canadian National (CN) and Canadian Pacific (CP), to Vancouver and particularly for the CN Line to Prince Rupert (the former Grand Trunk Pacific).]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168542</guid>
    </item>
    <item>
      <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>THE EFFECTIVE GRADIENT TECHNIQUE IN TRAIN PERFORMANCE CALCULATIONS</title>
      <link>https://trid.trb.org/View/167787</link>
      <description><![CDATA[One of the critical features of a computer program to simulate train performance is its ability to manipulate efficiently the data describing the track geometry.  The gradient and curvature data together determine the equivalent gradient resistance which, in turn, plays an important part in any simulation involving section times, maximum train loads and train speeds.  In this paper the effective gradient technique is introduced.  This technique reduces significantly the computation required to assess the effects of track geometry on the performance of a train.]]></description>
      <pubDate>Thu, 09 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167787</guid>
    </item>
    <item>
      <title>RAIL INFRASTRUCTURE</title>
      <link>https://trid.trb.org/View/151688</link>
      <description><![CDATA[This report describes the state of the art of railways in Colombia.  The network is 3431 km long, 2797 km of which are opened to traffic, some of the lines having been closed. 20% of the network in service is in mountainous areas where difficult alignment, steep gradients and small radii of curvature (70 M) are prominent features.  These factors together with instability problems inherent in the Andes region and the severity of the winters greatly complicate transport operations in general and rail operations in particular.  For the covering abstract see IRRD abstract no 108676.]]></description>
      <pubDate>Thu, 09 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151688</guid>
    </item>
    <item>
      <title>RAILROAD ACCIDENT REPORT--DERAILMENT OF WESTERN PACIFIC RAILROAD COMPANY FREIGHT TRAIN EXTRA UP 3734 WEST (SEALAND 6), HAYWARD, CALIFORNIA, APRIL 9, 1980</title>
      <link>https://trid.trb.org/View/168880</link>
      <description><![CDATA[About 6:55 p.m., P.s.t, on April 9, 1980, Western Pacific Railroad Company westbound freight train Extra UP 3734 West (Sealand 6), had its caboose, a pusher locomotive behind the caboose, and seven freight cars derailed while crossing the Industrial Parkway overpass at Hayward, California. Of the nine crewmembers, two train crewmembers were killed and two were injured.  Three locomotive units and the caboose were destroyed. Damage was estimated at $1,382,000. The National Transportation Safety Board determines that the probable cause of this accident was the derailment of the caboose, which was caused by compressive forces resulting from excessive locomotive power applied behind the caboose on an undulating gradient. The derailment was the result of the failure of the assistant superintendent to insure that the crewmembers knew their train's correct tonnage and speed classification; and the failure of the Western Pacific Railroad management to insure that supervisors responsible for making critical operating decisions were properly trained for their roles. Contributing to the accident was the excessive speed of the train and the failure of the director of train operations to insure that the train had adequately fueled locomotive power.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168880</guid>
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    <item>
      <title>RAILROAD ACCIDENT REPORT - HEAD-END COLLISION OF NINE BURLINGTON NORTHERN LOCOMOTIVE UNITS WITH A STANDING FREIGHT TRAIN, ANGORA, NEBRASKA, FEBRUARY 16, 1980</title>
      <link>https://trid.trb.org/View/162408</link>
      <description><![CDATA[On February 16, 1980, Burlington Northern (BN) freight train Extra 2048 East (No. 178) stalled on an ascending grade about 4.7 miles west of Angora, Nebraska. The crew was instructed to uncouple the three-unit locomotive from the train and move it east to Angora to meet the six-unit locomotive of Extra 7814 West at Angora. The nine locomotive units were coupled together and moved westward on the descending grade toward the standing train. While moving at a speed of about 46 mph, the locomotive units collided with the standing portion of train No. 178. The head brakeman of train No. 178 and the engineer of Extra 7814 West were killed, and three crewmembers of Extra 7814 were injured. Damage was estimated at $1,297,000. The National Transportation Safety Board determines that the probable cause of this accident was the failure of the engineer of train No. 178 to control the speed of the nine locomotive units on the return downgrade trip to the standing train. Contributing to the accident were the improper coupling of the nine locomotive units; the lack of sufficient supervision and instructions; the failure of the conductors of the two trains and the engineer of BN Extra 7814 West to perform their duties properly and the failure of the train dispatcher to issue adequate orders and instructions.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162408</guid>
    </item>
    <item>
      <title>SCOPE FOR LINEAR ELECTRIC DRIVES ON ELECTRIC ROLLING STOCK AND PROBLEMS IN APPLICATION</title>
      <link>https://trid.trb.org/View/154786</link>
      <description><![CDATA[Explains use of linear motors as "traction amplifier" drives on inclines in main line rail transport and mining.  Rapid acceleration and deceleration are possible over short distances.  Other problems touched on concern economics (track design), investment outlay, effect on track, air gap, starting and regulation along with test results.  Road transport is also treated.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154786</guid>
    </item>
    <item>
      <title>TRACK TRAIN DYNAMICS--TO IMPROVE FREIGHT TRAIN PERFORMANCE. 2ND EDITION</title>
      <link>https://trid.trb.org/View/152130</link>
      <description><![CDATA[This manual has guidelines for improved freight train operation, a composite of current North American railway operating practices.  Standardization and documentation of successful practices will not only improve operations but be the basis for personnel training.  Major emphasis is on promoting proper train handling and those elements which insure this: proper train makeup, track and structure considerations, and locomotive engineer training and/or retraining.  The following elements make up the major sections: 1--Definitions and Functions of Equipment; 2--Train Handling; 3--Train Make-up; 4--Track and Structures Considerations; 5--Education of Locomotive Engineers; 6--Implementation of Guidelines.  The manual is intended for officers who have responsibility for policy making as it pertains to train operations and for all levels of supervision involved in such functions.]]></description>
      <pubDate>Wed, 21 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152130</guid>
    </item>
    <item>
      <title>UNIQUE SOLUTION TO PROBLEM AREA IN BUILDING A NEW RAILROAD IN CANADA</title>
      <link>https://trid.trb.org/View/141449</link>
      <description><![CDATA[Canadian Pacific is confronted with increasing the capacity of its single-track transcontinental main line through the Rockies.  Four sites having grades in excess of 1 percent and identified as westbound bottlenecks are now receiving second tracks on new alignments that will permit through operation of longer trains without helper units.  Problems of line location, soil stabilization and environmental impact are described for the $150 million project which will include construction of 41 miles of new line with an 8.3-mile tunnel.]]></description>
      <pubDate>Wed, 17 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141449</guid>
    </item>
    <item>
      <title>WAYSIDE ENERGY STORAGE STUDY. VOLUME II. DETAILED DESCRIPTION AND ANALYSIS</title>
      <link>https://trid.trb.org/View/82946</link>
      <description><![CDATA[Volume II summarizes an in-depth application study which was conducted to determine the practicality and viability of using large wayside flywheels to recuperate braking energy from freight trains on long downgrades. The study examined the route structures of nine U.S. railroads and identified various wayside energy storage system (WESS) configurations. The optimum means of transferring energy from the train to the wayside was by means of a high-voltage ac catenary from either regenerative electric locomotives or modified dual-mode (diesel-electric/electric) locomotives.]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82946</guid>
    </item>
    <item>
      <title>WAYSIDE ENERGY STORAGE STUDY. VOLUME I. SUMMARY</title>
      <link>https://trid.trb.org/View/82945</link>
      <description><![CDATA[Volume I summarizes an in-depth application study which was conducted to determine the practicality and viability of using large wayside flywheels to recuperate braking energy from freight trains on long downgrades. The study examined the route structures of nine U.S. railroads and identified various wayside energy storage system (WESS) configurations. The optimum means of transferring energy from the train to the wayside was by means of a high-voltage ac catenary from either regenerative electric locomotives or modified dual-mode (diesel-electric/electric) locomotives. The application of WESS was then analyzed for four specific routes of typical U.S. railroads. These routes and the annual returns on investment (ROI's) resulting from WESS deployment on existing railroads were as follows: Atchinson, Topeka, and Santa Fe (Los Angeles to Belen), 27.1 percent; Black Mesa and Lake Powell, 17.3 percent; Conrail (Pittsburgh to Harrisburg), 22.0 percent; Union Pacific (Los Angeles to Salt Lake City) 20.2 percent.]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82945</guid>
    </item>
    <item>
      <title>WAYSIDE ENERGY STORAGE STUDY</title>
      <link>https://trid.trb.org/View/82944</link>
      <description><![CDATA[No abstract available.]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82944</guid>
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