<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>STATIC FREQUENCY CONVERTER FOR SEPTA'S WAYNE JUNCTION TRACTION SUBSTATION</title>
      <link>https://trid.trb.org/View/271299</link>
      <description><![CDATA[To obtain additional power supply capability for a rapid transit commuter system operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) a modern thyristor operated static converter is considered as an additional frequency converter.  The new equipment was required to be fully compatible with the existing rotaries and backup line, to be available for scheduled operation by November 1984, and to be designed to have a low life cycle cost.  A detailed technical and economical analysis indicated that the static frequency converter was the most suitable type, and a specification for its design and manufacture is furnished.]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/271299</guid>
    </item>
    <item>
      <title>AUTOMATIC LINE-CLEARANCE CONTROL DEVICE ON NEW DB LINES</title>
      <link>https://trid.trb.org/View/141344</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 07 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141344</guid>
    </item>
    <item>
      <title>HIGH SPEED TRACK ON BR WESTERN REGION</title>
      <link>https://trid.trb.org/View/86830</link>
      <description><![CDATA[The work done to adapt the London-Bristol line for high speeds of 125 m.p.h (200 km/h) is described in this article.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86830</guid>
    </item>
    <item>
      <title>MADRID-BARCELONA STANDARD GAUGE LINE WILL BE DESIGNED FOR 300 KM/H</title>
      <link>https://trid.trb.org/View/52466</link>
      <description><![CDATA[Later this year RENFE expects to present the government with a detailed proposal to build a completely new standard gauge double-track route 728 km long linking Madrid, Zaragoza and Barcelona with the SNCF at Port Bou.  Designed exclusively for use by lightweight passenger trains running at 300 km/h, the preliminary route includes 49 km on bridges and 61 km in tunnel including one under the centre of Barcelona. Technical investigations are being carried out into the use of British slab-track and overhead line equipment, as well as computer control of the driving function, using continuous communication with the trains.]]></description>
      <pubDate>Fri, 17 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52466</guid>
    </item>
    <item>
      <title>SCIENTIFIC ASPECTS OF THE RAILWAY'S PLACE IN THE INTEGRATED FEDERAL TRANSPORT INFRASTRUCTURE PLAN</title>
      <link>https://trid.trb.org/View/38675</link>
      <description><![CDATA[After reviewing the railway's specific characteristics, the author concludes that the top speed of 300 km/h chosen for new high-speed lines is adequate in terms both of the geographical housing pattern and of the traffic requirements of individual countries, even in the longer term.  The railway can be highly competitive in the field of passenger traffic, provided train speeds can be substantially increased.  The author places special emphasis on the construction of new lines and yards, as envisaged in the context of the first phase of implementation of the federal transport infrastructure plan.]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38675</guid>
    </item>
  </channel>
</rss>