<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>AGING AND RENEWAL OF SHINKANSEN ELECTRIC RAILCARS</title>
      <link>https://trid.trb.org/View/53294</link>
      <description><![CDATA[High-speed electric trains put in service when the New Tokaido Line started operating in 1964 have operated in excess of 5 million km and are now being retired in favor of new equipment.  Deterioration of carbody, truck frames and electrical equipment would otherwise raise maintenance costs.  The determination of economic life, method of replacement, details of the new rolling stock, and facility for dismantling the old cars are all discussed.]]></description>
      <pubDate>Thu, 04 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53294</guid>
    </item>
    <item>
      <title>BEHAVIOR OF FREIGHT CAR CONSTRUCTION MATERIALS AT CRYOGENIC TEMPERATURES</title>
      <link>https://trid.trb.org/View/34038</link>
      <description><![CDATA[The purpose of this study was to explore the action of wood and steel construction materials when impacted at low temperatures.  Cooling and heating rates were also determined since these properties affect the quantity of coolant used to produce croygenic temperatures and the time available for demolition after the material has been cooled.  Liquid nitrogen (B.P. 77.4 degrees K or -320.4 degrees F) was used in the study since this chemical is readily available in laboratory quantities and is less susceptible to explosion hazards than hydrogen or oxygen. The laboratory tests of thermal properties of wood and steel at cryogenic temperatures showed that both materials cool rapidly when immersed in liquid nitrogen with steel cooling about five times more rapidly than wood.  These materials also heat rapidly when removed from the liquid nitrogen environment with steel having about five times the heating rate of wood.  In the tests conducted, wood exhibited little change in fracture characteristics when the temperature was lowered to that of liquid nitrogen. Conversely, steel, at this temperature, shows brittle fracture properties as compared to ductile properties of steel at room temperature.  Based on the tests conducted, scrapping wood freight cars by lowering the temperature to cryogenic levels would be impractical.  Large quantities of relatively expensive coolant would be required to lower the car temperature which would heat rapidly as soon as the collant was removed.  In this scheme of scrapping freight cars, it was thought that wood shattering would take place with heavy impact blows.  The laboratory tests did not show any shattering effect of the wood at cyrogenic temperatures but it is possible that some steel shattering might occur if the impact blows were struck quickly after the car was cooled.]]></description>
      <pubDate>Thu, 29 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34038</guid>
    </item>
    <item>
      <title>ENVIRONMENT AND THE RAILROADS, PROGRAMS AND COSTS</title>
      <link>https://trid.trb.org/View/14121</link>
      <description><![CDATA[In 1970 sixteen specific categories were identified by the railroads as sources of pollution, attention to which, if successful, would lead to controlling these sources and thus contribute significantly to an improvement in the quality of air and water.  Other objectives were to reduce noise, assist burgeoning communities with their ever increasing problem of waste removal, control the growth of weeds and brush for esthetic reasons and to reduce fire hazards, improve sanitary facilities on railroad equipment, and generally to be responsive to society's sensible desire to improve its health, safety, and appearance.  This is the first time a comprehensive compilation has been made, or has been possible to make, of what the railroads are doing, and what it is costing them to do it, to improve the quality of the environment through attention to sixteen specific categories of pollution control and abatement. The report that will be possible at the end of 1973 is certain to show the programs to be well along and by 1975 the full impact will be possible to assess.]]></description>
      <pubDate>Wed, 17 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14121</guid>
    </item>
    <item>
      <title>ECONOMICALLY FEASIBLE ALTERNATIVES TO OPEN BURNING IN RAILROAD FREIGHT CAR DISMANTLING</title>
      <link>https://trid.trb.org/View/8215</link>
      <description><![CDATA[Open burning of retired railroad freight cars has been the accepted practice for removing the wood to prepare metal components for scrap and salvage operations.  New legislation and enforcement zeal threaten the survival of the dismantling industry unless economical alternative methods involving acceptable emission levels are employed. A search for technologically feasible alternatives produced a listing of 39 methods, ranging from simple modifications of existing practice to complex automated, fully mechanized systems.  All of the alternative methods satisfied the requirement that pollutant emission be at legally acceptable levels or entirely eliminated.  A second requirement of short lead time for implementation led to the rejection of experimental processes and fully mechanized, automatic systems at this time.  On the basis of eight other cost-effectiveness criteria, a qualitative screening resulted in the rejection of all but eleven methods.  These final, candidate methods were evaluated by application of a forced decision model often used in value engineering. The eight criteria and eleven candidate methods were the arguments of a two-dimensional distribution matrix in which the scores were determined from the decision model exercise. The two highest scoring methods were emission-controlled wood incineration within the confines of each car by means of a special stack or hood configuration; and the use of high-pressure water jets to out away the wood.  These methods have been demonstrated in principle by actual field tests performed on box cars in scrap yards.  (Authors' Abstract)]]></description>
      <pubDate>Fri, 04 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/8215</guid>
    </item>
  </channel>
</rss>