<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+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7TW9ub21vdG9yIHRydWNrcyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O01vbm9tb3RvciB0cnVja3MmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" 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>SYNCHRONOUS MOTORS FOR TRACTION</title>
      <link>https://trid.trb.org/View/270007</link>
      <description><![CDATA[Introduction by SNCF of the mono-motor bogie with a rotating field synchronous-motor and unity power-factor, the operation of which is basically described.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270007</guid>
    </item>
    <item>
      <title>NEW DEVELOPMENTS IN RAILCAR TRUCKS</title>
      <link>https://trid.trb.org/View/210448</link>
      <description><![CDATA[In this paper the results of the development of the ASDP truck for heavy rail transit applications are discussed.  The ASDP truck has a truck-frame-hung monomotor and a very soft secondary air suspension.  Also, a number of options that have been developed for the basic Budd P-III railcar truck, of which some 10,000 have been built for transit, commuter, and main-line service, are discussed.  The modifications or options that have been developed include a soft primary suspension, a steerable truck, a simplified secondary suspension, and a tilt truck for high-speed corridor operation.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210448</guid>
    </item>
    <item>
      <title>FRENCH HAIL SYNCHRONOUS MOTOR AS TRACTION PANACEA</title>
      <link>https://trid.trb.org/View/194942</link>
      <description><![CDATA[Trials with prototype locomotive No 10004 on French National Railways have demonstrated the superiority of the high performance synchronous traction motor over its more conventional counterparts.  As it is self-commutating it also enjoys an important advantage over the three phase asynchronous squirrel-cage motor.  No 10004 is fitted with two synchronous monomotors, each driving a pair of axles in one bogie.  It started a 2066 tonne freight train on a 0.88 per cent gradient, and hauled a 650 ton passenger train at 200 km/h.  As a result, SNCF has decided that future builds will have synchronous motors; two dual-system prototypes are under construction.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194942</guid>
    </item>
    <item>
      <title>SUBWAY OF LYON (FRANCE) PRESENT STATE AND FUTURE DEVELOPMENT</title>
      <link>https://trid.trb.org/View/188161</link>
      <description><![CDATA[At present the network of the Lyon subway comprises two lines with a length of 13.5 km, which are operated with rubber-tired vehicles.  The third line is a rack railway of 1 km length.  The characteristics of the network and the traffic performances are dealt with. The three-part EMUS are characterized by aluminum construction, rubber-tired wheels, monomotor drive and chopper control.  A description is given of the electric energy supply of the Lines A and B. By 1990 a further important extension is planned.]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188161</guid>
    </item>
    <item>
      <title>MODERN TRAMCAR DESIGN IN WESTERN EUROPE</title>
      <link>https://trid.trb.org/View/151358</link>
      <description><![CDATA[In this report modern tram-cars from 13 different transport companies are studied.  These companies are situated in the Netherlands, West Germany, Finland and Switzerland.  Some trials have been undertaken to standardize the fleet of trams.  The following conclusions could be drawn: (1) length of vehicle.  Most modern trams are made with six or eight axles.  (2) speed control.  The trams are usually equipped with an electronic system which controls the acceleration and the deceleration of the vehicles.  (3) monomotor bogies.  The static adhesive weight is better utilized, and, when the problem with the transmission is solved, almost all trams are equipped with longitudinal motors which operate the two axles.  (4) one-man-service or as in Basel and Zurich, self-service is introduced in most transport companies.  (5) because of the vandalism some tram companies use only single trams.  (6) feed-back.  Only one of the trams studied is able to feed braking energy back to the overhead contact system.  (7) variable floor height.  Two of the transport companies have trams which have a variable floor height.]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151358</guid>
    </item>
    <item>
      <title>URBAN RAPID RAIL VEHICLE AND SYSTEMS PROGRAM</title>
      <link>https://trid.trb.org/View/42717</link>
      <description><![CDATA[The report reviews the fourth year's efforts of the Urban Mass Transportation Administration's Urban Rapid Rail Vehicle and Systems Program. The objective of the Program is to enhance the attractiveness of rail rapid transit to the urban traveler by providing him with transit vehicles that are as comfortable, reliable, safe and economical as possible. Accomplishments for the year included the following: Completion of the five-city test and evaluation of the SOAC cars; progress from the preliminary design phase to delivery of initial test hardware; completion of the integration of a self-synchronous propulsion system, a monomotor truck, and a synchronous brake into the SOAC cars; and preparation of subsystem specifications.]]></description>
      <pubDate>Wed, 16 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42717</guid>
    </item>
    <item>
      <title>URBAN RAPID RAIL VEHICLE AND SYSTEMS PROGRAM</title>
      <link>https://trid.trb.org/View/88781</link>
      <description><![CDATA[This sixth Annual Report describes the work accomplished and summarizes pertinent technical and design data. The objective of the Program is to enhance the attractiveness of rail rapid transit to the urban traveler by providing him with transit vehicles that are as comfortable, reliable, safe, and economical as possible. Three major hardware tasks were active during this reporting period, namely: the State-of-the-Art Cars (SOAC), the Advanced Concept Train (ACT-1), and the Advanced Subsystem Development Program (ASDP). Accomplishments for the year ending September 1977 included the following: Completion of the PATCO revenue service program; Delivery of the first ACT-1 car to the DOT Transportation Test Center; Fabrication and developmental testing of the components for the Advanced Sub-systems Development Program including the self-synchronous propulsion system, the monomotor truck and the synchronous brake system.]]></description>
      <pubDate>Tue, 15 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88781</guid>
    </item>
    <item>
      <title>TYPE B'B'B'B' CLASS BE 8/8 DOUBLE-ARTICULATED TRAMS NO. 1 TO 16 OF THE CITY OF BERN TRANSPORT AUTHORITY</title>
      <link>https://trid.trb.org/View/39995</link>
      <description><![CDATA[The electric equipment for a series of double-articulated trams with four single-motor bogies is described in detail. The conventional switchgear equipment (electro-pneumatic contactors) is controlled through traction electronics. This permits constant acceleration or deceleration during starting and braking and also constant speed downhill running.  The electrical equipment was designed to facilitate operation with trailers.  As a result, the carrying capacity can be adapted to peak period demands.]]></description>
      <pubDate>Thu, 13 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39995</guid>
    </item>
    <item>
      <title>PERFORMANCE EVALUATION OF MONOMOTOR BOGIES ON INDIAN RAILWAYS</title>
      <link>https://trid.trb.org/View/168190</link>
      <description><![CDATA[When new bulk wagons became available in increasing numbers on Indian Railways, gross trailing loads could be 3,000 t on existing loops and sidings and a fleet of BB type heavy duty 85.2 t freight locomotives of 21.3 t axle load was ordered.  A coupled axle BB monomotor arrangement could provide the maximum permitted starting tractive effort and 42 locomotives were imported from Europe, being followed by 240 Chittaranjan manufactured locomotives.  However, certain factors, peculiar to IR, increased maintenance requirements to such an extent that they soon became the most expensive series of locomotives on IR.  This article outlines the history of the first Indian made 25 kV A.C. electric locomotive.]]></description>
      <pubDate>Thu, 09 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168190</guid>
    </item>
    <item>
      <title>SINGLE-MOTOR BOGIES FOR METROPOLITAN TRAINS</title>
      <link>https://trid.trb.org/View/147988</link>
      <description><![CDATA[After listing the types of two-motor bogies in service on Italian metropolitan lines, the writer describes an experimental single-motor bogie, four units of which are in service on the Milan metro, and have covered a distance of over 100,000 km.  This description is followed by comparisons with the main types of single-motor bogies in service on European metropolitan lines.]]></description>
      <pubDate>Wed, 11 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147988</guid>
    </item>
    <item>
      <title>LIGHT-WEIGHT TWIN-CAR ARTICULATED-SETS FOR TYNE AND WEAR 1,500-V METRO</title>
      <link>https://trid.trb.org/View/24925</link>
      <description><![CDATA[Compact 270-passenger capacity aluminum-clad sets designed for multiple-operation up to three units mounted on Duwag bogies with leading and trailing motored and intermediate incorporating a three-ring ball-race articulation with wide vestuble-connection between bodies.  Metro-Cammell designed in conjunction with GEC and Siemens for speeds up to 80 km/h with Westinghouse Westcode control and Scharfenberg automatic couplers incorporating all connections to ensure manual-free making-up of multiple formations.  Dynamic braking and spring-operated disc brakes with magnetic track brakes for emergency application.]]></description>
      <pubDate>Fri, 16 Jan 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24925</guid>
    </item>
    <item>
      <title>VL 83 TYPE A.C. EIGHT-AXLE FREIGHT ELECTRIC LOCOMOTIVE WITH MONO-MOTOR BOGIES</title>
      <link>https://trid.trb.org/View/79417</link>
      <description><![CDATA[In 1976 the Novocherkask electric locomotive plant built the VL83 prototype, an 8-axle freight electric locomotive with monomotor trucks.  The main difference between this new locomotive and previous ones is that the traction motor for the axles of each truck is in the center.  Another new feature is the unusually high axle-load of 26 tons.  These two differences are basic to the entirely new arrangements of vehicle components and the electrical circuit and to the design of many parts.]]></description>
      <pubDate>Thu, 12 Oct 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79417</guid>
    </item>
    <item>
      <title>FOUR-WHEEL DRIVE</title>
      <link>https://trid.trb.org/View/46792</link>
      <description><![CDATA[An examination of problems resulting from unequal wheel diameter to facilitate application of group drive.]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46792</guid>
    </item>
    <item>
      <title>ADHESION AND DYNAMIC PHENOMENA DURING SLIPPAGE OF ELECTRICAL ROLLING STOCK - 3. SELF-EXCITED VIBRATION DURING SLIPPAGE OF ELECTRIC LOCOMOTIVE TRUCKS</title>
      <link>https://trid.trb.org/View/45761</link>
      <description><![CDATA[When the driving axles of an electric locomotive slip, self-excited vibration will occasionally occur in its trucks.  To suppress such self-excited vibration, detailed theoretical calculations of the vibrations during slippage of typical trucks were made and stability criteria were sought by simplifying the system.  Theoretical expressions were derived for the vibrations during slippage of typical trucks, that is, individual quill spring drive type trucks, and individual axle-hung motor type trucks, and numerical calculations regarding actual examples were made.  The calculated and observed results generally agree with each other, revealing that the behavior of trucks can be predicted through theoretical calculations.  Stability criteria were sought for several problematical modes of vibration, that is, the torsional vibration of both individual and monomotor driving systems and the pitching of an axle-hung motor about the axle.  The validity of the stability criteria was proved by comparing them with actual examples, and some instances of success in suppressing self-excited vibration were disclosed.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45761</guid>
    </item>
    <item>
      <title>SERIES-PRODUCTION SNCF DIESEL-ELECTRICS OF HIGH POWER INCLUDING TRIALS AT 4,200 HP</title>
      <link>https://trid.trb.org/View/19169</link>
      <description><![CDATA[Alsthom design powered by 16-cylinder AGO engine and mounted on three-axle monomotor bogie common with comparable SNCF electric locomotives which develops very good tractive effort characteristics, largely contributed by Alsthom Hyperadherence transmission.  This standard series of 3,650 hp has enabled appreciable acceleration on Paris-Nantes services to be obtained with averages of 129 km/h and service experience reveals a casualty rate comparable to straight electrics.  For evaluation and future higher powers, trials in service with one locomotive fitted with a PA6 engine of 4,200 hp were successfully completed and this unit is now allocated to normal service duties.]]></description>
      <pubDate>Mon, 24 Jun 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19169</guid>
    </item>
  </channel>
</rss>