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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>Transport Research International Documentation (TRID)</title>
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      <title>DUAL AIR BRAKE SYSTEM</title>
      <link>https://trid.trb.org/View/11500</link>
      <description><![CDATA[The Westinghouse Brake and Signal Company, Ltd. has developed a simple dual brake system, which is claimed to represent an advancement in modern vehicle braking technique.  The provision of independence peneumatic storage and control for front and rear brake systems ensures that, in the event of any part of one system being rendered inoperative, braking is obtained from the unaffected system.  A typical layout is shown in which a common air compressor, controlled by a single unloader and safety valve, supplies air to two main reservoirs; each of these provides independent, air storage for one part of the dual system, and is isolated from the other by inclusion of check valves in the supply from the compressor.  The supply and release of air from the reservoirs to the piston type brake cylinders' or diaphragm brake chambers is by means of a lightweight dual control valve.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11500</guid>
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      <title>INVESTIGATION OF LOW PRESSURE VENTS USED IN JOURNAL ROLLER BEARINGS (DOCKET NO. RB-6)</title>
      <link>https://trid.trb.org/View/7170</link>
      <description><![CDATA[The following conclusions on the performance of low pressure release vents in use on freight car roller bearings are: the size and location of passageways and ports leading to the vents are not sufficient to prevent plugging with grease; synthetic elastomeric vent elements are susceptible to hardening and permanent deformation; the method of locking the vent in the backing ring does not allow easy maintenance or replacement of the vent element; the vent element may dislodge under operating conditions which impaires performance; when the vent is ineffective for relieving pressure, the grease and pressure are relieved through the seal, which could cause seal displacement and damage; and excess grease in the roller bearing causes bearing temperatures and pressures to increase.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7170</guid>
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      <title>INNOVATIONS IN CONTINENTAL BRAKING PRACTICE</title>
      <link>https://trid.trb.org/View/6528</link>
      <description><![CDATA[The article describes the addition of a quick-action valve to the "U" graduated-release distributor as designed by the Italian Westinghouse company of Turin (Westinghouse Freni e Segnali, Cia).  The quick-action feature is the distributor proper gives a rapid drop in brake-pipe pressure all down the train for emergency application, ensuring that brakes apply fully almost in accordance with the timing of the distributor.  For example, on a 20-coach train travelling at 140 km/h the stopping distance without quick-action was 940 meters.  With quick-action, the stopping distance was 850 meters.  A comment is made to the effect that if improvements in service braking and flexibility in release are to be made, the only logical way of achieving this is to incorporate "e.p. control" (electro-pneumatic control).]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6528</guid>
    </item>
    <item>
      <title>NEW DEVELOPMENTS IN AIR BRAKES</title>
      <link>https://trid.trb.org/View/6907</link>
      <description><![CDATA[The article surveys a number of recent improvements in brake equipment and associated pneumatic controls.  The D22 special control valve design differs from the "universal" control valve in that the air is governed by a relay valve.  A device called the Decelostat momentarily reduces braking force on slippery wheels permitting them to return to train speed.  Hot-box detectors utilizing the Wheatstone bridge principle provide warning when overheating is imminent.  A new type of driver's brake valve (No. 24) incorporates five sections to suit various requirements for freight and passenger service.  A new variable-load brake has been designed for light-weight wagons.  A brake-cylinder release valve device isolates reservoirs and vents the brake cylinder when the "bleed" valve is pulled, thus permitting the shunter to pass from one vehicle to the next without waiting.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6907</guid>
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    <item>
      <title>SPECIAL INVESTIGATION REPORT--TANK CAR STRUCTURAL INTEGRITY AFTER DERAILMENT</title>
      <link>https://trid.trb.org/View/168844</link>
      <description><![CDATA[Since 1968, the Safety Board has investigated many serious accidents involving release of hazardous materials from tank cars which were either breached or ruptured following derailments. As a result of these investigations, the Safety Board recommended that Federal authorities take remedial action to reduce the likelihood of tank cars releasing their contents in the derailment environment. During its investigation of a railroad derailment near Inwood, Indiana, on November 8, 1979, the Safety Board noted unresolved questions about the dangers posed in handling severely damaged tank cars containing liquefied flammable gases at the accident site. Because of this continuing problem, the Safety Board initiated this special investigation to identify the hazards caused by the actual reduction of the ability of damaged cars to contain their lading; to determine the ability of experts to estimate this reduced capability; and to examine the feasibility of developing practical guidelines to help determine how damaged hazardous materials tank cars should be handled.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/168844</guid>
    </item>
    <item>
      <title>SPECIAL INVESTIGATION REPORT - THE ACCIDENT PERFORMANCE OF TANK CAR SAFEGUARDS</title>
      <link>https://trid.trb.org/View/155498</link>
      <description><![CDATA[The derailment of the Southern Pacific Transportation Company freight train near Paxton, Texas, on September 8, 1979, provided the Safety Board with the opportunity to examine the effectiveness of tank car safeguards during a derailment. Reconstruction of the accident damage sequence showed that safeguards did, in fact, reduce the potential for a spill and catastrophic overheating of thermally coated cars. It was also observed that damage to the top fittings and lower outlet valves, which occurred when cars collided with each other and with other objects after they left the track, was the most frequent cause of product loss. The Safety Board made recommendations to the Department of Transportation concerning the extension of safeguard requirements to all types of tank cars; modification of cars to prevent collision damage to top fittings and lower outlet valves; investigation of the effect of car placement in collisions; and crashworthiness testing of new tank car designs.]]></description>
      <pubDate>Tue, 22 Jul 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155498</guid>
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      <title>TANK WAGONS THAT SURVIVE DERAILMENT</title>
      <link>https://trid.trb.org/View/6805</link>
      <description><![CDATA[The conclusion of a U.S. Department of Transportation study to reduce the hazards of tank car transportation is cited. A primary hazard of tank cars undamaged during derailment is explosion caused by extreme heat from burning cars in the accident.  The pressure relief valves now in service are incapable of discharging the contents sufficiently fast to prevent explosion.  A secondary pressure-relief device of substantial capacity such as a rupture disc is recommended for all but highly toxic materials.]]></description>
      <pubDate>Mon, 13 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6805</guid>
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      <title>PRESSURE RISE IN A VENTED CARGO TANK DUE TO EXTERNAL HEATING</title>
      <link>https://trid.trb.org/View/44201</link>
      <description><![CDATA[The normal venting capacity of marine cargo tanks appears to be adequate for relieving vapor generated when integral tanks are exposed to an external fire.  However, the unwetted tank walls surrounding the ullage are subject to substantial weakening in those cases where the fire heat flux increases the wall temperature about 1000 F. Convection and radiation can adequately cool the unwetted wall only for incident heat flux less than 16,000 BTU/hr/ft2.  Thus, the failure mode of cargo tanks with an external fire may be due not to the vent system, but rather to heating of the unwetted wall. /Author/]]></description>
      <pubDate>Tue, 26 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/44201</guid>
    </item>
    <item>
      <title>TANK CAR DESIGN SURVEY SULFURIC ACID</title>
      <link>https://trid.trb.org/View/4992</link>
      <description><![CDATA[Collection of specifications from GATX-General American Transportation Corporation which lists the details of 9 tank cars.  Lists the type trucks, brake types, bearings, and the unique qualities of the tank proper, dome, heads, top plate, shell, bottom plate, reinforcements.  The type of manway, safety/vent, and discharge pipe are also included. The side and end view of each car is also illustrated with dimensions given.]]></description>
      <pubDate>Wed, 30 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4992</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF HIGH PERFORMANCE AIR BRAKE SYSTEM</title>
      <link>https://trid.trb.org/View/4905</link>
      <description><![CDATA[Increase of train speed and train length requires the air brake control system to be of much quicker propagation.  In order to meet this requirement, a new pressure control valve has been developed in JNR.  This report deals with the theory on pressure wave propagation in the brake pipe, gives a brief explanation of the new valve and the road test results in both passenger and freight trains.]]></description>
      <pubDate>Wed, 16 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4905</guid>
    </item>
    <item>
      <title>REPORT ON LITERATURE AND RELATED EXPERIENCE. PHASE 04 REPORT</title>
      <link>https://trid.trb.org/View/21230</link>
      <description><![CDATA[Knowledge of the work done by others in technical areas related to the RPI-AAR Cooperative Research Program was largely unknown to project personnel.  A review of the technical work already done was necessary to optimize project planning and avoid duplication of work while fulfilling project objectives.  It was decided that the review would be most effectively accomplished by:  1. Engaging a research organization to review the literature pertaining to non-tank car pressure vessel destructive testing; puncture resistance; size and grouping vs. hazard; and material testing and selection.  2.  Conducting a seminar attended by experts from industry, technical associations, consultants, research organizations and government.  3.  Reviewing the files of trade associations. 4.  Reviewing literature in areas of tank car accidents, properties of pressure vessel materials (including tank cars), safety valve technology, model theory, pressure vessel stress analysis, safety relief valve sizing, LPG and NH3 behavior under fire conditions, and intumescent, ablative and insulative coatings.  5. Collecting and assembling all pertinent literature in a library and cataloguing each article for ready reference.]]></description>
      <pubDate>Thu, 29 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/21230</guid>
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