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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>
    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>ANALYSIS OF OVERHEAD WIRE DISPLACEMENT AND STRESS BY FINITE ELEMENT METHOD</title>
      <link>https://trid.trb.org/View/277768</link>
      <description><![CDATA[In this paper, overhead wire displacement and stress in the contact wire due to pushup by the pantograph are calculated using Finite Element Method.  Though the calculation is statistical, the tensions of wires are considered.  For all types of overhead equipment used in JNR, displacements of each hanger and stress in the contact wire near the hanger and under the messenger wire support are calculated with the pushup points varied.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:48:32 GMT</pubDate>
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      <title>CALCULATION OF THE INDUCTIVE COUPLING BETWEEN TRANSMISSION LINES</title>
      <link>https://trid.trb.org/View/275570</link>
      <description><![CDATA[A current flowing in a power line and returning in the earth induces an unwanted e.m.f. in the neighbouring telecommunication line.  Such inducing current occurs at the three-phase power transmission in abnormal faulted conditions, but are flowing at normal operation in railway traction lines.  A summary is given for the calculation methods of the mutual impedance between the lines with common earth return.  However, the mutual impedance between an overhead power lineground loop and a narrow loop of open-wire telecom lines is discussed in detail.  Error estimations and numerical results are shown in figures.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:40:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/275570</guid>
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      <title>COMPOSITE CONDUCTOR RAIL REPLACES CATENARY IN TUNNELS</title>
      <link>https://trid.trb.org/View/301622</link>
      <description><![CDATA[The search for extra clearance for piggyback services has led Swiss Federal Railways to try out rigid overhead conductor rails in the Simplon tunnel; other advantages include ease of maintenance and reduced risk of damage.]]></description>
      <pubDate>Tue, 31 Oct 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/301622</guid>
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    <item>
      <title>THE DUAL-MODE TROLLEYBUS. INTERNATIONAL SEMINAR HELD IN BRUSSELS NOVEMBER 5-6, 1985. VOLUME 1. PROGRAM AND ABSTRACTS AND VOLUME 2. PROCEEDINGS</title>
      <link>https://trid.trb.org/View/275703</link>
      <description><![CDATA[Contains papers presented during the Seminar.]]></description>
      <pubDate>Tue, 31 Mar 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/275703</guid>
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    <item>
      <title>MODERN TROLLEY BUS OVERHEAD CONTACT LINES</title>
      <link>https://trid.trb.org/View/203156</link>
      <description><![CDATA[Kummler and Matter, in Switzerland, have developed a fully elastic overhead contact line that meets the requirements of rapid transit for electric vehicles and eliminates the disadvantages of the old, rigid suspension system.]]></description>
      <pubDate>Wed, 30 May 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203156</guid>
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      <title>SOME AESTHETIC CONSIDERATIONS IN LIGHT RAIL DESIGN</title>
      <link>https://trid.trb.org/View/74114</link>
      <description><![CDATA[Concern over the visual impacts of LRT remains one of the obstacles to a more general acceptance of the mode.  Nor is this concern unjustified; for often, in the past, once a project had been approved, scant attention was paid by transit engineers to the appearance of LRT overhead and trackway.  Yet all the fixed elements of LRT, trackway, overhead, and stations, are amenable to visual improvement if some of the principles of visual design, widely used in other fields, are applied.  This paper outlines and illustrates some of the concepts that lie behind the installation of visually satisfactory and operationally functional LRT facilities, and suggests that closer coordination is needed between technical specialists and urban designers.  /Author/]]></description>
      <pubDate>Wed, 29 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74114</guid>
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      <title>DESIGN AND EVALUATION OF FREEWAY SURVEILLANCE AND TRAFFIC CONTROL SYSTEMS</title>
      <link>https://trid.trb.org/View/44108</link>
      <description><![CDATA[Studies of urban traffic operations were conducted on the freeways of Texas to determine the design and effectiveness of traffic control and surveillance systems; to relieve peak period congestion; to lessen the impact of disabled vehicles on the operation and safety of the freeways; and reduce the incidents of overhead structure damage by overheight vehicles.  The research study uses demonstration installations to test the implementation requirements as well as to evaluate the operational theory.]]></description>
      <pubDate>Wed, 06 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/44108</guid>
    </item>
    <item>
      <title>POLAR TRANSIT</title>
      <link>https://trid.trb.org/View/140871</link>
      <description><![CDATA[An outline is given of improvements in permanent magnetic suspension which have taken place in recent years. Improved charging and better magnetic construction with ferrite magnets has produced a lightweight magnet, which uses relatively little power and therefore is a competitor to the wheel for transport. Overhead suspension is suggested and the implications for both attraction and repulsion Suspension are discussed. Three main designs are the high overhead non-stop track, the low-level stopping track and the moving road, the permanent magnet aspects have been solved but the transport implications have not. Significant economies in oil energy and land are achieved, and there is further possible improvement by the use of depressurised tunnels for vehicles of this nature.]]></description>
      <pubDate>Sat, 05 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/140871</guid>
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      <title>FAST TRANSIT LINK SYSTEMS, TECHNICAL REVIEWS OF FOUR BASELINE DEFINITIONS</title>
      <link>https://trid.trb.org/View/132168</link>
      <description><![CDATA[EACH PROPOSED SYSTEM, ANALYZED FOR ITS POTENTIAL IN HIGH- DENSITY URBAN CORRIDORS, IS CHARACTERIZED BY FIXED GUIDEWAYS, HEADWAYS EXCEEDING 75 SECONDS, SCHEDULED OPERATION, AND SPEEDS ABOVE 75 MPH. THE FOUR FTL SYSTEMS REVIEWED ARE: (1) THE AERIAL TRANSIT SYSTEM; (2) THE GENERAL ELECTRIC AERIAL TRANSPORT SYSTEM; (3) THE GRAVITY VACUUM TRANSIT SYSTEM; AND (4) THE SCHERER MONOBEAM SUSPENSION CONCEPT. THE AERIAL TRANSIT SYSTEM (ATS) IS DESIGNED PRIMARILY FOR FTL SERVICE AND CONSISTS OF LIGHT-WEIGHT VEHICLES SUPPORTED FROM ABOVE BY PNEUMATIC-TIRED TRUCKS TRAVELLING ALONG A FLEXIBLE STEEL GUIDEWAY. THE GUIDEWAY IS SUPPORTED BY CABLES SUSPENDED FROM TOWERS AT A NOMINAL SPACING OF 1200 FEET. THE GENERAL ELECTRIC ATS EMPLOYS AN INVERTED "U"-SHAPE GUIDEWAY WITH PNEUMATIC-TIRED TRUCKS ENCLOSED WITHIN THE GUIDEWAY BEAM. THE GRAVITY-VACUUM TRANSIT (GVT) SYSTEM EMPLOYS A COMBINATION OF PNEUMATIC PRESSURE AND GRAVITY TO PROPEL TRAINS ENCLOSED WITHIN AN EVACUATED TUBE AT HIGHER SPEEDS THAN CAN BE ACHIEVED BY CONVENTIONAL FTL'S. THE SCHERER MONOBEAM IS A SUSPENSION CONCEPT THAT PERMITS TRANSIT VEHICLES TO OPERATE ON BOTH SIDES OF A SINGLE-BEAM AERIAL STRUCTURE FOR SIMULTANEOUS TRAVEL IN OPPOSITE DIRECTIONS. THE MONOBEAM IS ANALYZED MORE AS A UNIQUE SUSPENSION CONCEPT THAN AS A COMPLETE FTL SYSTEM. /UMTA/]]></description>
      <pubDate>Mon, 23 Oct 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/132168</guid>
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