<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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7RmF1bHQgY3VycmVudHMmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtGYXVsdCBjdXJyZW50cyZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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>CIRCUIT BREAKER AND PROTECTION REQUIREMENTS FOR DC SWITCHGEAR USED IN RAPID TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/275987</link>
      <description><![CDATA[Attention is drawn to the interrupting severities encountered by dc circuit breakers on rapid transit systems and how specifications can more clearly define these conditions. The various protection equipment requirements are discussed, and it is shown that one of these requirements is difficult because of the similarity which can exist between healthy ahd abnormal conditions, making discrimination under certain conditions almost impossible. A guide is given to the minimum requirements for the dc switchgear which should ensure a reliable and secure power supply to the rapid transit system.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/275987</guid>
    </item>
    <item>
      <title>PROGRESS OF ELECTRIC TRACTION AT SNCB</title>
      <link>https://trid.trb.org/View/271447</link>
      <description><![CDATA[A survey is given of the progress on the electric traction at the S.N.C.B. from 1982 until the middle of 1985.  The total height of electrified lines comprehends now 67% of the whole network operated for passenger and freight traffic. Recent research has been carried through for the protection against far distant short circuits, further bringing to a greater extent the substations closer simplifies the problem.  The signalling installations have undergone no further changes but certain suppositions for the application of thyristor-controlled tractive units have been respecified.  The S.N.C.B. continued to construct locomotives and multiple units with thyristor chopper control and considers to put into service a multiple unit fitted out with three-phase motors.]]></description>
      <pubDate>Thu, 31 Jul 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271447</guid>
    </item>
    <item>
      <title>DETECTION OF LOW-CURRENT SHORT CIRCUITS</title>
      <link>https://trid.trb.org/View/270048</link>
      <description><![CDATA[Devices presently in use by the rail transit industry can adequately detect and respond to overload fault currents. Detection of less than overload fault currents is particularly difficult because the characteristics of such currents resemble characteristics normally associated with train or power switching operations.  Consequently, trains may continue to operate until the fault current becomes large enough to be detected by overload devices or until the fault results in smoke and fire activity.  The latter is particularly hazardous in tunnel systems.  The objective of this research was to identify and provide preliminary evaluation of detection methods and equipment to enhance transit system safety through reliable detection of electrical faults that are not detected by circuit breaker overload protection.  The Charles T. Main, Inc., researchers conducted an extensive survey of rail transit systems, electrical industry organizations, and electrical equipment supopliers worldwide to determine how the problem is currently being handled and to identify methods and equipment that may provide potential solutions.  Information collected on the consequences of low-current faults did not identify evidence of highly dangerous incidents.  Reports indicated damage to facilities and eqiupment and incidents of localized smoke and fire.  It appears that several types of low-current fault detection devices are in use in countries other than the United States that could be adapted for use by transit systems in this country.  Field testing, in cooperation with an electric rail transit system, is recommended as the next appropriate step toward improved low-current fault detection.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270048</guid>
    </item>
    <item>
      <title>NEW CONCEPT FOR PROTECTING LINES AGAINST FAULTS IN DC TRANCTION NETWORKS</title>
      <link>https://trid.trb.org/View/203735</link>
      <description><![CDATA[The problem of dc traction network protection is considered. The protective devices have the task of distinguishing between currents caused by the traction equipment and those due to faults, by performing an analysis.  The author describes the special characteristics which have to be taken into account when developing new electronic devices and when deciding on a range of units which must meet the requirements of all networks.  The elements to be considered in this analysis affect, on the one hand, the nature of the network-which depends on whether main-line railways, minor lines, urban tram or trolleybus routes, or rapid transit and underground railways are concerned-and, on the other, the operating conditions and features of the rolling stock.]]></description>
      <pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203735</guid>
    </item>
    <item>
      <title>FAULT DETECTION ON DIRECT CURRENT RAPID TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/18305</link>
      <description><![CDATA[Due to the similarity between fault currents and load currents, it has been difficult to adequately protect a dc transit system, particularly against low current, arcing faults.  The electrical characteristics of these systems are reviewed and analyzed to develop the basic design requirements for their proper protection.  An analysis is made of a new device designed specifically for protection against low current faults.  Test results are reported, and application guidelines are formulated.]]></description>
      <pubDate>Fri, 31 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18305</guid>
    </item>
    <item>
      <title>MODERN PROTECTIVE TECHNIQUES FOR THE WEST GERMAN RAILROAD SYSTEM</title>
      <link>https://trid.trb.org/View/87010</link>
      <description><![CDATA[The increase of the performance of electric tractive units within the last two decades has also resulted in a constant increase of the requirements on the overhead contact line protection system.  The protection components resulting from this are described.  The transition from the classic to the electronic protection system is outlined.  The author presents arguments, from the technical and financial point of view, for this decision, which includes also advantages associated with working and medical conditions.]]></description>
      <pubDate>Wed, 11 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87010</guid>
    </item>
    <item>
      <title>SUBSTATIONS FOR FEEDING THE 60 HZ CONTACT WIRE OF THE KOREAN STATE RAILWAYS</title>
      <link>https://trid.trb.org/View/79388</link>
      <description><![CDATA[The railway line linking the capital Seoul to the east coast of South Korea was electrified between 1973 and 1975.  The line is used chiefly for the transport of coal and cement. The article describes the substations for feeding the contact lines, in which only well-proven equipment requiring little maintenance is installed.  Protection of the contact line requires special attention.  A simple protective device is used which measures the harmonic content of the current as a criterion for distinction between operating and fault current.]]></description>
      <pubDate>Thu, 12 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79388</guid>
    </item>
    <item>
      <title>APPROXIMATE METHOD FOR THE DETERMINATION OF THE CURRENT DISTRIBUTION AND THE STEADY SHORT-CIRCUIT CURRENT IN A DOUBLY FED SEGMENT OF A TWO TRACK ELECTRIC RAILROAD</title>
      <link>https://trid.trb.org/View/12703</link>
      <description><![CDATA[An approximate method of evaluation of load and steady short-circuit currents in a stretch of a double track is considered.  It is assumed that this stretch is energized at both ends.  The contact line-to-earth and the contact line-to-rail are examined.  The expressions for the load and short-circuit currents are determined.  It is shown that the calculations are simplified and the results are obtained with a allowable error in comparison with a given exact method.]]></description>
      <pubDate>Mon, 18 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12703</guid>
    </item>
    <item>
      <title>THE GROUNDING FAULT CURRENT AND INDUCTIVE INTERFERENCE OF THE ULTRA-HIGH VOLTAGE TRANSMISSION LINE UTILIZING RAILWAY LAND</title>
      <link>https://trid.trb.org/View/13728</link>
      <description><![CDATA[It becomes difficult to secure the land required for power transmission line of the electric railway year by year, which rouses the scheme of construction of transmission line utilizing the railway land.  Especially as to SHIN KANSENs, if it is possible to contruct the ultra-high voltage transmission lines for substations in the upper space of the route, the railway construction work becomes profitable.  This paper deals with the prediction method and its results about the fault current and inductive interference of such ultra-high voltage transmission line on the conceivable power source, length of transmission line and paralelled length of communication line along the rails.]]></description>
      <pubDate>Fri, 15 Feb 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13728</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF PROTECTIVE RELAY SYSTEM FOR SHIN KANSEN FEEDING CIRCUIT</title>
      <link>https://trid.trb.org/View/13730</link>
      <description><![CDATA[To protect feeding circuit of Sanyo Shin Kansen where AT feeding system was newly adopted, each AT point (where auto transformer is mounted) is equipped with distance relay 44. Based on L shape characteristic 44 relay, protective system called middle point detecting method was adopted to establish high speed protection under tie-fed double track condition.  This relay system is authorized as the standard protective method for nation-wide Shin Kansen network.]]></description>
      <pubDate>Fri, 15 Feb 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13730</guid>
    </item>
  </channel>
</rss>