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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>Transport Research International Documentation (TRID)</title>
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      <title>ADAPTATION OF MARSHALLING YARDS FOR TAKING WAGONS WITH A WHEELBASE OF MORE THAN 14 M. EVALUATION OF EXISTING SOLUTIONS FOR PERMITTING VERY LONG WAGONS TO BE HUMP SHUNTED WITH AUTOMATIC CONTROL</title>
      <link>https://trid.trb.org/View/15522</link>
      <description><![CDATA[This report presents a choice of solutions for the installations of existing marshalling yards taking into account the economic aspect.  It contains the measures to be provided in future marshalling yards, which also depend on economic criteria.]]></description>
      <pubDate>Tue, 15 Jan 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15522</guid>
    </item>
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      <title>AN IMPROVED METHOD OF CONTROLLING SPACES BETWEEN CARS DURING AUTOMATIC SHUNTING</title>
      <link>https://trid.trb.org/View/85731</link>
      <description><![CDATA[Trackside scanners along the route followed by the cars being shunted record data which is processed by the central computer and transmitted to the track retarder control units, which adjust the braking power according to the information received by the computer.]]></description>
      <pubDate>Fri, 11 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85731</guid>
    </item>
    <item>
      <title>PERMISSIBLE CAR IMPACT SPEEDS DURING GRAVITY HUMP SHUNTING</title>
      <link>https://trid.trb.org/View/79366</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Thu, 12 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79366</guid>
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      <title>THE POTENTIAL CAPACITY OF VARIOUS TYPES OF AUTOMATIC HUMPING SYSTEMS</title>
      <link>https://trid.trb.org/View/13032</link>
      <description><![CDATA[The above article contains a summary of ORE report D.74/RP.4.  It shows:  1) The formulae covering the resistance of wagons to forward running to be taken into consideration for calculations of track gradients and the speed of wagons.  2) The formulae covering the capacity of a marshalling yard in relation to the splitting up speed.  3) It also contains a description fo 4 splitting up installations which have been listed: by the CFF; by the DB in Duisburg-Wedan; by the SNCF at Vaires; by the BR at Tinsley.  A critical examination is made of their operation, and a table is provided showing, in the case of each installation, the hump gradients, the splitting up speeds, and the numbers of wagons marshalled every 24 hours.]]></description>
      <pubDate>Sun, 14 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13032</guid>
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      <title>RAILROAD ACCIDENT REPORT: HAZARDOUS MATERIALS ACCIDENT AT THE SOUTHERN PACIFIC TRANSPORTATION COMPANY'S ENGLEWOOD YARD IN HOUSTON, TEXAS SEPTEMBER 21, 1974</title>
      <link>https://trid.trb.org/View/38029</link>
      <description><![CDATA[About noon on September 21, 1974, 2 loaded "jumbo" tank cars, cars 17 and 18 of a 145-car complement, were uncoupled as a unit at the crest of the gravity hump in the Southern Pacific Transportation Company's (SP) Englewood Yard at Houston, Texas.  The two cars passed through the hump master retarder and group retarder without being slowed and accelerated as they moved down the grade into bowl track 1. At a speed of 18 to 20 mph, the two tank cars impacted an empty tank car.  Upon imppact, the coupler of the empty tank car rode over the coupler of car 17 and punctured the tank head.  Butadiene spilled from the car and formed a vapor cloud, which dispersed over the area.  AFter 2 to 3 minutes, the vapor exploded violently; as a result, 1 person died and 235 were injured.  Total damages amounted to about $13 million, which included the destruction of 231 railroad cars and substantial damage to 282 others.  The National Transportation Safety Board determines that the probable cause of the overspeed impact was the failure of the retarding system to slow the two coupled tank cars and the absence of a backup system to control cars which pass through the retarders at excessive speeds.  The failure of the retarding system was caused by foreign substances on the wheels of the two cars that preceded the two tank cars through the retarders.  Contributing to the accident was the failure of the Southern Pacific Transportation Company to enforce procedures to exclude cars with a foreign substance on their wheels from the humping system, and the Shell Oil Company's failure, after notification of the hazard, to eliminate spilled epoxy resin from the flangeways of their track.]]></description>
      <pubDate>Fri, 27 Aug 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38029</guid>
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    <item>
      <title>CONTINUOUS MEASUREMENT AND CONTROL OF THE SPEED OF WAGONS SHUNTED OVER HUMPS. THE POTENTIAL CAPACITY OF VARIOUS TYPES OF AUTOMATIC HUMPING SYSTEMS. (PART 1)</title>
      <link>https://trid.trb.org/View/15339</link>
      <description><![CDATA[Hump Marshalling Yards vary so widely in size and technique that it is impossible to gain any valid comparison of the capacity unless common parameters are applied.  In this report, such values have been used to assess the capacities of 3 automatic systems, namely: (a) the system developed by the DB using primary and sorting siding retarder and booster units; (b) the system theoretically studied by the DR using 3 retarder stages; (c) the Dowty system developed by BR.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15339</guid>
    </item>
    <item>
      <title>THE REMOTE CONTROL OF OPERATIONS IN AN AUTOMATED MARSHALLING YARD AS AN INTEGRAL PART OF A CYBERNETICS SYSTEM</title>
      <link>https://trid.trb.org/View/25067</link>
      <description><![CDATA[After an introduction devoted to general observations concerning the application of cybernetics on the railways, and the purposes for which they are used in an automated marshalling yard, the author examines the working conditions and technical means employed in marshalling operations, in order to regulate the backing speed and approach speed to the hump and prepare sorting routes in the sidings, as well as the programme covering running control.  The system of Siemens A.G., and the Federal Railway's Central Office in Munich, and an order has been placed for a prototype installation, which will be installed in the Seelze marshalling yard.]]></description>
      <pubDate>Thu, 29 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25067</guid>
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      <title>AUTOMATIC YARDS HAVE PROCESS CONTROLS</title>
      <link>https://trid.trb.org/View/13034</link>
      <description><![CDATA[Twelve American marshalling yards have, or will shortly have, process controls. The above article contains a detailed description of the operation of the Atchison Topeka and Santa Fe's Argentine yard. The equipment includes an IBM 360/65 in Topeka, which centralises and re-transmits the data, an IBM 360/30, which processes the data concerning the yard, and a Honeywell DDP-516, which controls operations on the hump and in the set of sorting sidings. The article contains a discussion of the most recent types of process computer, as well as of the utility of combining analogue and digital computers, and of equipment enabling the maximum use to be made of the capacity of the computers by means of programmed input and output control.]]></description>
      <pubDate>Fri, 14 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13034</guid>
    </item>
    <item>
      <title>MODELING VIA COMPUTER AIDS YARD DESIGN</title>
      <link>https://trid.trb.org/View/13024</link>
      <description><![CDATA[The Penn Central has a yard simulation model that is designed to be tailor made to any particular yard (double hump, single hump with one or two leads, outbound tracks or no outbound tracks, etc.). The model yards the train, decides whether to hump the train alone or with another train (where you have one hump and two leads) based upon bowl occupancy and advance consists, then classifies train based upon the best class track usage allowable under the rules built in. It can be used to evaluate yard design or evaluate proposed decision rules for the operation of a process control computer.]]></description>
      <pubDate>Fri, 14 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13024</guid>
    </item>
    <item>
      <title>PRECISION HUMPING SMOOTHS CAR FLOW</title>
      <link>https://trid.trb.org/View/26967</link>
      <description><![CDATA[The use of a new speed control system, called Pace Setter II, has several important advantages in hump yard operation. The control system is extremely accurate for speeds as low as 0.2 mph and will compensate for changes in the train's weight during humping.  Thus, it is easy to train new engineers for humping operations and wear and tear is reduced and fuel saved on the locomotive.]]></description>
      <pubDate>Mon, 19 May 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26967</guid>
    </item>
    <item>
      <title>AUTOMATIC SHUNTING BY LINEAR MOTOR</title>
      <link>https://trid.trb.org/View/13023</link>
      <description><![CDATA[Hitachi Limited has developed a wagon speed control system that uses linear motor power. Sidings fanning out from the hump are equipped with a reaction plate and light running rails on which linear motor-powered Trolleys travel. Retarders are program-controlled by a small computer, or can be remote-controlled by radio. As a freight wagon leaves the trolley units travel with the wagon for a short distance, boosting or retarding its speed according to the computer's instructions.]]></description>
      <pubDate>Thu, 14 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13023</guid>
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