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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>SWITCH POINT/STOCK RAIL WEAR, MEASUREMENT AND MAINTENANCE STANDARDS</title>
      <link>https://trid.trb.org/View/485772</link>
      <description><![CDATA[Turnout and switch maintenance are major concerns for the Bay Area Rapid Transit District's (BART) management.  Switch components have little tolerance for wear and the rebuilding points by welding is not allowed.  Replacing these components places heavy burdens on maintenance budgets and requires a great deal of planning.  The time required for replacement is limited by available track occupancy time and support resources. Additionally, these components are not necessarily "off the shelf" items.  The lead times for procurement and delivery can be extensive.  Excessive wear results in restrictions to revenue operations, an unacceptable option in our environment.  Advance planning is crucial to providing the necessary resources for switch maintenance.  This paper describes the development of BART's standards for switch point and stock rail maintenance and the tools used for measurement.]]></description>
      <pubDate>Sat, 23 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485772</guid>
    </item>
    <item>
      <title>DERAILMENT OF TRANSIT VEHICLES IN SPECIAL TRACKWORK</title>
      <link>https://trid.trb.org/View/482987</link>
      <description><![CDATA[This digest provides a summary of the findings from Transit Cooperative Research Program (TCRP) Project D-2, "Derailment of Transit Vehicles in Special Trackwork", which was conducted by Zeta-Tech Associates, Inc.  This research, completed in 1996, recommended procedures to reduce derailment occurrences.  The following methods were found to provide a highly effective and economic means for reducing derailment potentials:  use of pre-point guards; use of point protectors; adoption of comprehensive maintenance and inspection standards; use of lubrication; use of spring frogs; use of fully gauge plated switch-point areas; use of spiral switch points; and use of house-top point guards.]]></description>
      <pubDate>Mon, 12 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482987</guid>
    </item>
    <item>
      <title>TURNOUT TECHNOLOGY TAKES A NEW DIRECTION</title>
      <link>https://trid.trb.org/View/312749</link>
      <description><![CDATA[Several American railroads are experimenting with advanced and tangential-geometry turnout designs on heavy-tonnage and high-speed lines.]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/312749</guid>
    </item>
    <item>
      <title>ELECTRIC BLOCK MECHANISM FOR OPERATING MJ TYPE POINTS</title>
      <link>https://trid.trb.org/View/188724</link>
      <description><![CDATA[The electric block mechanisms for operating points in combination with an external locking device or apparatus for monitoring the application of switch tongues is an essential part of modern signal boxes.  This article describes a model mechanism compatible with present rail traffic requirements from management of yard tracks to management of high speed lines (TGV).]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188724</guid>
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    <item>
      <title>FIFTEEN YEARS OF OPERATION OF A NEW TYPE OF STRUCTURE FOR TRACK AND POINTS OF THE ITALIAN NATIONAL RAILROAD AND TRAMWAY ASSOCIATION</title>
      <link>https://trid.trb.org/View/18545</link>
      <description><![CDATA[With the aim of reducing maintenance costs of track and points of traditional structure, and, in particular, abolishing expenditure connected with the renewal and maintenance of the ballast, since 1956 experiments have been made by the "Societa di Tranvie e Ferrovie" with a new type of track and points on certain bridges and approaches, on certain stations, yards, and siding tracks and points, on a gage line with 36 UNI 3141 rail.  In summarizing the elements emerging from experience obtained, the first conclusions are given with regard to plant and maintenance costs.]]></description>
      <pubDate>Thu, 25 Mar 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18545</guid>
    </item>
    <item>
      <title>R 65 TYPE POINTS</title>
      <link>https://trid.trb.org/View/167100</link>
      <description><![CDATA[On CSD lines with a load of over 25 million gross tonne-km per year, R 65 type rails (as used and improved in the USSR) are in service.  Points suitable for use with this system have therefore had to be developed on the CSD.  The article gives a technical description of the construction of R 65 type points.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167100</guid>
    </item>
    <item>
      <title>EXPERIMENTAL AND THEORETICAL DETERMINATION OF THE DEVELOPMENT OF LONGITUDINAL FORCES AND DEFORMATION IN SWITCH POINTS</title>
      <link>https://trid.trb.org/View/161380</link>
      <description><![CDATA[A necessary requirement to express the stability of welded switchpoints in continuous track as a numerical value is an exact knowledge of the longitudinal force exerted in the external rails and the longitudinal movement of the rails and sleepers fastened to them.  In the report presented, comments are given on the measurement of these two values on a track in operation, and a theoretical study based on this data.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161380</guid>
    </item>
    <item>
      <title>TEN YEARS AFTER THE DB'S DECISION TO ADOPT THE UIC 60 RAIL</title>
      <link>https://trid.trb.org/View/160130</link>
      <description><![CDATA[Present performance on the DB can be attributed in high degree to the predominance of the UIC 60 rail profile on the main passenger and heavy freight lines.  This shows that the decision ten years ago to adopt the 60 kg/m rail was a correct one.  Experience so far as well as carefully-made forecasts also indicate that the use of the UIC 60 rail helps reduce the annual upkeep costs for the permanent way. An even better result is expected from use of the heavier rails at switches, which are the weak link in the track system.  With switches the tendency to positional errors is substantially reduced, which contributes to smoother vehicle movement and a reduction in track maintenance costs.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160130</guid>
    </item>
    <item>
      <title>TRACK AND BRIDGE MAINTENANCE RESEARCH REQUIREMENTS</title>
      <link>https://trid.trb.org/View/155973</link>
      <description><![CDATA[This report includes the design of seven research plans in the area of track and bridge maintenance.  The railroad industry was surveyed to ascertain the maintenance problems of their greatest concern which lend themselves to resolution by research.  The problems uncovered in the survey were ranked based upon the opinion of the industry and the following seven of the top ranked problem categories were selected for the development of research plans: I--Bridge Inspection, Rating and Evaluation of Remaining Life; II--Subgrade Stabilization and Improvement; III--Timber Cross Tie Rehabilitation and Disposal; IV--Special Trackwork Maintenance; V--Bolted Joints; VI--Ballast Fouling From External Sources; and VII--Switch Point Wear Limits.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155973</guid>
    </item>
    <item>
      <title>THE INSTALLATION OF SWITCHES</title>
      <link>https://trid.trb.org/View/153651</link>
      <description><![CDATA[The switches incorporated in the rail network must be renewed from time to time, dependent on the wear.  The replacement switches installed consist either of new or reconditioned materials as required for the stresses arising.  The major portion of DB's switch equipment is manufactured at DB's Witten (Ruhr) railway workshop.  The commonly used wooden switch sleepers are obtained from the Schwandorf workshop (new) and Bottrop workshop (reconditioned).  On account of special local conditions, the switches can only be manufactured for a specific location which entails special arrangements in connection with production planning and order processing.  Large-size switch components are mainly quantity-produced without being earmarked for specific orders.  Metal-cutting work on nearly all switch components is difficult to handle on account of the high strength properties of the material, the partly large amounts of material to be removed by cutting and the sometimes complicated geometry of the parts.  To give an example, the manufacture of switch blades and crossings is described.  Prior to delivery, all switches are assembled for trial operation at the manufacturing works in order to preclude difficulties during in-situ installation.  The reconditioned sleeper assemblies are forwarded to the site directly from the railway workshops.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153651</guid>
    </item>
    <item>
      <title>EVALUATION OF THE DURABILITY OF RAIL FASTENINGS TO SLEEPERS USING A MODEL OF EXTREMES</title>
      <link>https://trid.trb.org/View/152865</link>
      <description><![CDATA[This article concerns a method which has been developed for analyzing the durability of rail fastenings and their wear and tear.  The method described can also be applied to other parts of the track, such as points and switch gear.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152865</guid>
    </item>
    <item>
      <title>THE GERMAN FEDERAL RAILWAY'S S.54 SWITCH POINTS</title>
      <link>https://trid.trb.org/View/148041</link>
      <description><![CDATA[In 1979 the DB installed for the first time about 100 switch points made of S54 rails, thus following the trend to heavier types of switches so as to carry heavier loadings than in the past and to reduce the extent of the increasingly difficult track maintenance work.  A time schedule has been drawn up for almost all existing S49 switch point types in which after the end of 1982 the usual forms and then the less common but indispensable forms are to be developed.  The concept for the transition from the S49 to the S54 provides that initially all switches of the 1st order be built with S54 rails.  The requirements for the new switches have been agreed with all interested parties. They must permit a speed of 200 km/h on the main or through line and must support axle loadings of up to 22 tonnes.  The design takes account of experience gained with the highly-loaded and frequently fast-run UIC 60 switch points and the successful S49 types used for decades on tracks of all kinds.  Outside dimensions, the 1.435 mm gauge and the vertical rails are as for the S49 switch point, but the sleeper spacing has been reduced to 60 cm, which has a considerable effect on the detail design.  In view of the very widely varying requirements, two different check-rail designs will be used alongside each other for a time until operating experience permits standardization.  In view of supply difficulties with long wooden sleepers, steel sleeper sets are in preparation for some S54 switch types, while the planning of concrete sleepers for switches is in progress.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148041</guid>
    </item>
    <item>
      <title>FROGS &amp; SWITCHES FOR HEAVY HAUL RAILWAYS</title>
      <link>https://trid.trb.org/View/147300</link>
      <description><![CDATA[Thompsons-Byron Jackson has supplied Australia's heavy-haul iron-ore railways with 455 turnouts in three rail sizes and with both railbound and solid frogs.  This paper outlines developments resulting from cooperation between Western Australia's iron ore railroads and the steel producer in an endeavor to overcome problems that have evolved.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147300</guid>
    </item>
    <item>
      <title>PERMANENT WAY TECHNOLOGY AND QUALITY OF TRANSPORT ON THE AUSTRIAN FEDERAL RAILWAYS</title>
      <link>https://trid.trb.org/View/91694</link>
      <description><![CDATA[Increases in axle-weights and speeds of railway vehicles have required new forms of superstructure to be developed. Heavy, welded rails, concrete ties and new points and crossings guarantee traffic safety.  Mechanised maintenance and superstructure renewal have improved the quality of the track.  Line capacity is being increased by constructing new sections and improving line layout.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91694</guid>
    </item>
    <item>
      <title>PROTECTION METHODS FOR RAILWAY SWITCHES IN SNOW CONDITIONS</title>
      <link>https://trid.trb.org/View/86434</link>
      <description><![CDATA[Research and Development programs conducted on several different methods of overcoming the problem of railway switches failing in the presence of snow and ice are outlined.  The most common method at present is the application of heat by the combustion of fossil fuel.  By the application of forced convection heat transfer switch protection under reasonably severe environmental conditions is possible.  A novel combustion heater based on the valveless pulse jet engine has been applied to railway switches.  A non-thermal method employing a horizontal air curtain has been developed to prevent the deposit of snow in critical areas.  Two switches have been designed and developed for field evaluation.  Both switches are capable of operation in snow and ice conditions. /Author/]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86434</guid>
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