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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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    <item>
      <title>DISCUSSION OF STRESS CONTROLLED APPARATUS FOR TRIAXIAL TESTING</title>
      <link>https://trid.trb.org/View/121402</link>
      <description><![CDATA[THE AUTHOR DESCRIBED A CLEVER SYSTEM FOR MODIFYING A STANDARD STRESS-CONTROL LOADING DEVICE TO MAINTAIN CONSTANT STRESS ON A SAMPLE WITH VARYING CROSS-SECTIONAL AREA. A BRIEF HISTORY IS PRESENTED OF THE DEVELOPMENT OF SUCH DEVICES. THE WRITER AGREES WITH THE AUTHOR'S ENTHUSIASM FOR THE VERSATILITY AND SENSITIVITY OF PNEUMATIC LOADING AND CONTROL SYSTEMS. THE WRITER HAS ADAPTED PNEUMATIC LOAD CELLS IN THE DESIGN OF A TRIAXIAL MACHINE FOR TESTING SAMPLES UNDER SIMULATED CYCLIC LOADING FOR SEISMIC STUDIES. THIS APPARATUS IS BEING USED ON SEVERAL EXTENSIVE DESIGN PROJECTS AND IS PICTURED. REFERENCES: STRESS-CONTROLLED APPARATUS FOR TRIAXIAL TESTING, ADEL S. SADDA, ASCE, (PROC. PAPER 5555), NOVEMBER 1967.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:39:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/121402</guid>
    </item>
    <item>
      <title>ONE GOAL, MANY GAME PLANS</title>
      <link>https://trid.trb.org/View/477363</link>
      <description><![CDATA[A veritable explosion of technology is rocking and reshaping the railroad industry.  The latest manifestation is the quickening though still cautious move toward electronically controlled pneumatic (ECP) braking systems.  Railroad Age has assembled a progress report on some of the major players on the supply side of ECP braking.]]></description>
      <pubDate>Mon, 20 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477363</guid>
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    <item>
      <title>PARIS' SUBWAY HEADS INTO THE 21ST CENTURY</title>
      <link>https://trid.trb.org/View/475571</link>
      <description><![CDATA[Paris Metro's innovative new subway car uses the same type of computer system found on the highspeed TGV and Eurostar - and brings the network closer to full automation.  MP 89, a rubber-tired vehicle built by GEC Alsthom, is equipped with an asynchronous traction engine, energy-recovery brakes, and a pneumatic suspension system.  Those technological advances are combined with passenger comfort improvements such as forced ventilation and a new generation of passenger seats.]]></description>
      <pubDate>Mon, 16 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475571</guid>
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    <item>
      <title>A STUDY OF PNEUMATIC AND HYDRAULIC ACTIVE SUSPENSION OF RAILWAY VEHICLE</title>
      <link>https://trid.trb.org/View/475080</link>
      <description><![CDATA[An active suspension system of railway vehicle is discussed. This system copes with three modes (vertical, lateral, rolling) of vibration of the car body.  The vehicle dynamics is modeled as a 7-degree of freedom model which includes the characteristic effect of lateral force and yawing moment of railway vehicle. In this study, two types of pneumatic control systems and a hydraulic control system are implemented.  These three control systems are submitted to a bench test respectively on the rolling stock test plant.   As a result each vibration mode of car body is reduced to 1/2 - 1/3.  One vibration mode causing an interaction of another mode of vibration is also reduced.]]></description>
      <pubDate>Wed, 14 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475080</guid>
    </item>
    <item>
      <title>NHTSA'S HEAVY DUTY VEHICLE BRAKE RESEARCH PROGRAM REPORT NUMBER 11 -- EVALUATION OF STOPPING PERFORMANCE OF TRAILER ANTILOCK BRAKE SYSTEMS</title>
      <link>https://trid.trb.org/View/472123</link>
      <description><![CDATA[In order to better understand the functioning of antilock brake systems on pneumatically braked trailers, a series of tests were conducted to evaluate different ABS control strategies, performance variations among systems supplied by different manufacturers, and the operation of ABS on double and triple trailer combinations.  The testing showed that there was relatively little difference in the stopping capability of the vehicle with the various control strategies and with the various manufacturers' systems.  The only exception to this was in the case of a split coefficient surface of a maneuver where there was significant weight transfer from one side of the vehicle to the other.  In these two situations, the systems which use axle control strategies had longer stopping distances than those using individual wheel or side-by-side control.  These results held true for the doubles and triples combinations as well. Additionally, it was found that the stopping capability of doubles and triples combinations was particularly enhanced with ABS on the trailers and dollies compared to having ABS on just the tractor in the case of mixed loads, where some of the trailers in the combination are loaded and some are not.]]></description>
      <pubDate>Thu, 08 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472123</guid>
    </item>
    <item>
      <title>13 VEHICLES THAT WENT NOWHERE</title>
      <link>https://trid.trb.org/View/577238</link>
      <description><![CDATA[This article presents 13 vehicles that fell short of their hopes. Some fell victim to technical glitches or practical constraints. Some couldn't compete with other transports. Some had bad luck, while others evolved into different types of vehicles. The vehicles are: The Dymaxion Car (1933); The Flying Car (1948); Rocket Belts, Jet Belts and the Wasp (1953); Hiller Flying Platform (1950s); Pneumatic Trains (1870); Hovercraft (1960s); Moving Sidewalks (1960); The Car Boat (1961); The Atomic-Powered Plane (late 1950s); The Atomic Car (1958); Zeppelins (late 1920s).]]></description>
      <pubDate>Wed, 22 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577238</guid>
    </item>
    <item>
      <title>BRAKING SYSTEMS PAVE WAY FOR INTELLIGENT TRAINS</title>
      <link>https://trid.trb.org/View/482776</link>
      <description><![CDATA[With more than 70 million car miles of electronically controlled pneumatic (ECP) brake service under their belts, railroads have had a first-hand chance to experience the benefits of ECP: higher brake system reliability, shorter stopping distances and improved train handling.  The process of creating industry standards is already well under way, and numerous suppliers are working to get their products to the market.  ECP brake technology continues to evolve as the industry prepares to take the next big step: exploring sensor technology.  The article looks at some of the steps that have already been taken as well as what has to be yet considered.]]></description>
      <pubDate>Thu, 08 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482776</guid>
    </item>
    <item>
      <title>VENEZUELAN PLANT COMPLETES INSTRUMENT UPGRADE</title>
      <link>https://trid.trb.org/View/463568</link>
      <description><![CDATA[Maraven has completed an instrumentation upgrade at its Lamarliquido LPG plant, offshore Lake Maracaibo. After 25 years of pneumatic instrumentation, the plant is now operating fully remote from a new central control room.]]></description>
      <pubDate>Mon, 05 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463568</guid>
    </item>
    <item>
      <title>ECP BRAKES LIVE UP TO PROMISES</title>
      <link>https://trid.trb.org/View/458114</link>
      <description><![CDATA[Development of electronically controlled brakes advanced rapidly in the past year and systems are proving themselves in regular service. Today, at least one manufacturer has a system on the market, other suppliers have systems in development, and an Association of American Railroads working group is well along in defining specifications and test protocols for the system. Based on the tremendous benefits offered by these new electronically controlled pneumatic brakes, commonly referred to as ECP brakes, it is not overstating the case to say ECP brakes are one of the biggest developments to hit railroading in the past 50 years.  They represent a technological leap on the scale that air brake represented when it replaced mechanical brakes applied by brakemen car by car in the late 1800s.]]></description>
      <pubDate>Sat, 02 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458114</guid>
    </item>
    <item>
      <title>PUTTING E-P BRAKES TO THE TEST</title>
      <link>https://trid.trb.org/View/425460</link>
      <description><![CDATA[Electro-pneumatic braking could be a quantum leap for the rail industry, much like the adoption of the automatic air brake at the turn of the century. Interest in electrically controlled freight brake systems has increased recently following an announcement by two companies that they intended to produce electric freight brake systems. There are currently four to five potential manufacturers. The AAR's Research and Test Department (R&T) has worked with railroad and supply industry representatives to develop test requirements for electrically controlled freight brake systems. The test requirements were developed in three workshops and were further refined by the AAR Brake System Subcommittee.]]></description>
      <pubDate>Fri, 26 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425460</guid>
    </item>
    <item>
      <title>AIRCRAFT ICING HANDBOOK (UPDATE)</title>
      <link>https://trid.trb.org/View/411037</link>
      <description><![CDATA[The first update of the Aircraft Icing Handbook does not change the organization of the handbook into volumes and chapters as delineated on page vii.  However, new sections have been added to Chapter III - Ice Protection Methods.  Section 1.0 no longer contains information on pneumatic impulse de-icing and has therefore been retitled: Section 1.0 Conventional Pneumatic Boot De-Icing Systems.  Three new sections have been added: Section 1A.0 - Pneumatic Impulse De-Icing Systems; Section 4A.0 - Electro-Expulsive De-Icing Systems; and Section 4B.0 - Eddy Current De-Icing Systems.]]></description>
      <pubDate>Tue, 06 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411037</guid>
    </item>
    <item>
      <title>LOAD-TIME RELATIONSHIPS IN DIRECT SHEAR OF SOIL</title>
      <link>https://trid.trb.org/View/126659</link>
      <description><![CDATA[DEVELOPMENT OF A DIRECT SHEAR APPARATUS CAPABLE OF FAILING A SOIL SPECIMEN IN A TIME INTERVAL RANGING FROM A FEW MILLISECONDS TO DAYS IS DESCRIBED. THE APPARATUS, REFERRED TO AS DACHSHUND I, UTILIZES A PNEUMATIC SYSTEM FOR THE APPLICATION OF BOTH STATIC AND DYNAMIC LOADS. SPECIAL DESIGN FEATURES INCLUDE IMPACT ACCELERATORS AND A DOUBLE TRIGGERING SYSTEM THAT ALLOWS EITHER SEPARATE OR SYNCHRONOUS APPLICATION OF NORMAL AND SHEAR LOADS. THE MAXIMUM SHEAR AND NORMAL LOAD CAPABILITY OF THE PNEUMATIC SYSTEM IS 500 LB. SOIL SPECIMENS UP TO 4 IN. IN DIAMETER AND 0.75 IN. THICK CAN BE ACCOMMODATED BY THE SHEAR BOX. PRELIMINARY STATIC AND DYNAMIC TEST RESULTS CONDUCTED ON STANDARD OTTAWA SAND AND JORDAN BUFF CLAY INDICATE THAT THE SHEAR STRENGTH OF DRY SAND IS INSENSITIVE TO LOADING RATE, WHEREAS THE STRENGTH OF AN UNSATURATED CLAY INCREASES WITH INCREASED LOADING RATES. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/126659</guid>
    </item>
    <item>
      <title>FREIGHT PIPELINES</title>
      <link>https://trid.trb.org/View/405345</link>
      <description><![CDATA[This book seeks to advance knowledge and maintain awareness of development in the field of freight pipelines. Delegates worldwide presented papers on slurry, capsule and pneumatic pipelines as well as general papers. It forms the proceedings of the "6th International Symposium on Freight Pipelines", conducted in 1989.]]></description>
      <pubDate>Fri, 02 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/405345</guid>
    </item>
    <item>
      <title>PNEUMATIC CONVEYOR INSTALLATIONS AT CEMENT WORKS</title>
      <link>https://trid.trb.org/View/101586</link>
      <description><![CDATA[A COMPREHENSIVE SURVEY IS PRESENTED OF PNEUMATIC HANDLING WITH REGARD TO ITS THEORETICAL PRINCIPLES AND THE MANY SPECIAL PROBLEMS THAT HAVE BEEN DEALT WITH IN THE TECHNICAL LITERATURE. THE PNEUMATIC CONVEYOR SYSTEMS USUALLY EMPLOYED IN THE CEMENT INDUSTRY ARE MORE PARTICULARLY DESCRIBED. /AUTHOR/]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/101586</guid>
    </item>
    <item>
      <title>CONTINUOUS VISCOMETERS' KEY TO IMPROVED IN-LINE ASPHALT BLENDING</title>
      <link>https://trid.trb.org/View/94982</link>
      <description><![CDATA[THE SYSTEM DESCRIBED ENABLES THE BLENDING OF BITUMEN AT REFINERIES TO BE AUTOMATICALLY CONTROLLED BY PNEUMATIC OUTPUT SIGNALS FROM CONTINUOUSLY OPERATING VISCOMETERS LOCATED IN THE BLEND LINE. A LAY-OUT DIAGRAM IS INCLUDED. /RRL/.]]></description>
      <pubDate>Wed, 09 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/94982</guid>
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