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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>THE RIDING PROPERTIES OF BOGIE VEHICLES--2</title>
      <link>https://trid.trb.org/View/6500</link>
      <description><![CDATA[The author explores various theoretical aspects of railway vehicle riding performance as an aid to the rationalization of bogie design.  It was shown that low ride index values can be retained by minimizing the natural frequency and/or the amplitude of the oscillation.  The importance of damping with respect to amplitude ratio is shown and it is pointed out that dampers are actually undesirable at speeds in excess of 1.41 of the resonance speed.  It is also pointed out that damping is of relatively little importance with short swing links.  In order to determine the ride index of a rail vehicle, the magnitude of excitation amplitudes, the natural frequency and the damping factor of the system must be known.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
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      <title>SOME ASPECTS OF BOGIE DESIGN</title>
      <link>https://trid.trb.org/View/11483</link>
      <description><![CDATA[Normal design has proved its practicability over a long period and most efforts have been directed towards improvments in detail rather than to the production of something fundamentally different.  Arduous conditions have led to efforts to eliminate or reduce wear so that a vehicle can run longer between less expensive overhauls.  These and other problems were covered in a paper to the Institution of Mechanical Engineers.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11483</guid>
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      <title>CARRIAGE AND RAILCAR BOGIES: THEIR DESIGN AND DEVELOPMENT--V</title>
      <link>https://trid.trb.org/View/11551</link>
      <description><![CDATA[The determination of bolster-spring oscillation amplitudes, swing-link displacements, and their phasing using oscillographic instrumentation can be used for definite assessment of riding qualities.  Vibrograph wedge tests permit determination of damping factors.  The frequency of lateral/swaying oscillations can be determined by placing the vehicle on a transfer table and imparting an impulse by suddenly stopping the moving table.  Similarly, body-nosing can be excited by placing the vehicle on a turntable, the center of gravity of the body being in line with the center of rotation.  A sudden stop of the turntable will then excite body-nosing oscillations at their natural frequency. It should be stressed, however, that as far as vertical body oscillations are concerned wedge tests are not fully representative of road conditions.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
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      <title>SOME ASPECTS OF THE THEORY AND PRACTICE OF DAMPING--II</title>
      <link>https://trid.trb.org/View/11552</link>
      <description><![CDATA[When mounting dampers across the secondary suspension of a vehicle body pitching and swaying oscillations must be accounted for.  The lateral motion on the swinglinks can be damped without difficulty, however, rolling on the bolster springs is difficult to damp with hydraulic units since the frequency of the oscillations is often low (about 0.5 to 0.8 c/s) and the moment arm short.  Resonance conditions in the swaying mode must if at all possible be avoided at the operationally important speeds since control by hydraulic damping is unlikely to prove an acceptable solution.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11552</guid>
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      <title>PERFORMANCE OF LOCOMOTIVE BOGIE BOLSTER SPRINGS--I</title>
      <link>https://trid.trb.org/View/11555</link>
      <description><![CDATA[The lateral rigidity of helical springs in bolster suspensions of truck vehicles is evaluated in terms of displacements between the top and bottom bolster planks. The effects of lateral flexibility on working stresses and lateral displacement and oscillation characteristics, particularily nosing, swaying and lateral oscillations are calculated.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11555</guid>
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      <title>LATERAL OSCILLATIONS OF BOGIE BOLSTERS</title>
      <link>https://trid.trb.org/View/11594</link>
      <description><![CDATA[It is imperative to break away from the adherence to general recipes regarding spring rates and swing link angles of inclination often regarded as a universal panacea against ailments generally diagnosed as "bad riding."  Vertical leaf springs succeed only in increasing the lateral centering force thus reducing the effective length of the swing link arrangement and increasing its natural frequency, inadvertently acting as swing link spoilers.  So far as design layouts are concerned detail components should be used along rational lines, each component being allowed to perform the basic function allotted to it.  Thus swing links should be permitted to swing and dampers used to ensure damping.  Excessive body amplitudes sometimes encountered with some designs can be controlled with the aid of lateral centering springs preferably with a non-linear characteristic and here suitably shaped rubber units can be of great help.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11594</guid>
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    <item>
      <title>BOGIE LOCOMOTIVE RIDING PROBLEMS</title>
      <link>https://trid.trb.org/View/11598</link>
      <description><![CDATA[The performance of vehicle suspension can be adversely affected by lateral plane design, which appears to be of minor importance.  The low order restoring forces due to swinglinks, which are about one ton per inch per bolster, are discussed as to their relationship to ride quality.  A Bo-Bo electric locomotive with 20 inch vertical swinglinks is used as an example.  The link ends were mounted on rubber and rubber snubbers were required to prevent impact between the bolster and the track frame.  Lateral pull tests are described on this system, which were conducted to determine source of the poor ride quality.  It is shown that the effective length of the 20 inch swinglinks is only 6.8 inches.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11598</guid>
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      <title>BOGIE DESIGN FOR HIGH SPEED</title>
      <link>https://trid.trb.org/View/6555</link>
      <description><![CDATA[Opinion holds that the line of demarkation between low speed and high speed operation, from the coach design point of view, is in the region of 80 to 85 mph.  Bogies that have been tested in freight wagons have exhibited good riding qualities at 80 mph, or lower, but have shown themselves entirely unsuited to speeds above 85 mph, in some of the tests the shocks recorded were doubled in intensity as speed increased from 80 to 90 mph.  Up to 80 mph the amplitudes of body swing were within reasonable limits, but at 90 mph the body of the box wagon under test was becoming unstable.  Experiments proved that, given equal conditions of springing and of maintenance, a six-wheel bogie gives slightly better riding in both vertical and horizontal planes than a four-wheel bogie, and has better braking qualities also; but the gain is not considered to be worth the increase in weight, first cost, and cost of maintenance. In the design of passenger-car bogies, coil bolster springs perform the same duty as the swing hangers in the elliptic spring bogie.  Another important requirement is that in wheels for high speed equipment the treads shall be concentric within 0-10 in.  Experiment showed that one of the principal factors in causing bogies to "hunt" at speed, is a short and sharp taper close to the throat of the main flange of the wheels, even if the extent of the taper be no more than 1/10 in.  No bogie design tried by the Milwaukee has given good riding at high speed if the wheels have been in this condition, and the only way to restore such wheels to good riding qualities is by re-turning or griding them.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6555</guid>
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      <title>NOVEL AXLEBOXES FOR EXPRESS LOCOMOTIVES</title>
      <link>https://trid.trb.org/View/6890</link>
      <description><![CDATA[The axleboxes are of the Athermos mechanically-lubricated type.  All the accepted components of an Isothermos axlebox are incorporated, namely: a bearing ensuring copious fluid film lubrication over the whole journal, an oilflinger conveying a large volume of oil to the bush; an oil sealing ring shrunk on the axle; and a safety pad which effectively protects the oil flinger from damage.  The special features peculiar to this new axlebox are; a novel guiding system consisting of forked links mounted in Silenblocs which permit the axlebox to move vertically without fore and aft deviation; and a novel device allowing a controlled lateral play of 20 mm which has a marked effect in easing the running on sharp curves.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6890</guid>
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      <title>STANDARD GERMAN PASSENGER BOGIE</title>
      <link>https://trid.trb.org/View/11428</link>
      <description><![CDATA[The Minden-Dentz standard passenger bogie is described in detail.  Development objectives are stated and the methods for achieving these objectives are given.  Modifications to the basic design are mentioned as well as indications of experimental work to incorporate the latest forms of rubber and pneumatic springing.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11428</guid>
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      <title>UNIVERSAL BOGIE DESIGNS FOR HUNGARIAN BUILT LOCOMOTIVES</title>
      <link>https://trid.trb.org/View/6825</link>
      <description><![CDATA[Multi-gauge twin-axle truck designs are described for locomotive power from 600 to 2,000 hp and axleloads up to 20 tons.  An important aspect was to design with three principal objects: to keep down the unsprung weight; increase the wheelbase, and provide suitable spring characteristics and adequate damping.  Riding properties of locomotives equipped with this basic type of bogie have been found to be very good.  Effectiveness of the non-linear primary suspension has fulfilled expectations and even without damping at this stage, no tendency to resonance conditions has been encountered.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6825</guid>
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