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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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      <title>DRIVES TO POWER TRAIN POSITIONER-DUMPERS</title>
      <link>https://trid.trb.org/View/60489</link>
      <description><![CDATA[Today's train positioner-dumper systems are powered by drives capable of exerting 300,000 lbs of force and more than 365 hp.  The article describes these drives and their operation.  Rotary couplers at both ends of a car let it rotate without uncoupling from a train.  Typical single dumper systems are unloading trains at a rate of 30 to 35 cars per hour; a system with multiple dumper units has been designed to unload trains of as many as 231 coupled cars in less than 2-1/2 hours.  Single dumper systems are most common, and more than 35 have been installed in the free world in the last 5 years.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60489</guid>
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    <item>
      <title>AUTOMATIC TRAIN SPLITTING IN A MARSHALLING YARD</title>
      <link>https://trid.trb.org/View/59188</link>
      <description><![CDATA[The conventional system for automating marshalling yards, with gravity shunting and the car being stopped at a specific spot by means of remote-controlled retarders which take account of the wagon weight and running resistance, is complicated, expensive and considered, especially by ORE, as imperfect.  The author proposes another system without hump or retarders, and with continuous movement at a constant speed of the train, programmed control of the switches which change as the car approaches, complete clearance assured by an auxiliary car pusher, and advancement to the correct position by Hauhinco trolleys.  He considers the functional parameters of the system in detail.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59188</guid>
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      <title>DECENTRALIZED FEEDBACK CONTROLS FOR THE BRAKELESS OPERATION OF MULTILOCOMOTIVE POWERED TRAINS</title>
      <link>https://trid.trb.org/View/58959</link>
      <description><![CDATA[Presentation of an application of linear regulator theory to the control of multilocomotive powered unit trains. Locomotives are taken to be situated at the front, middle, and end of the train.  Their feedback controls are linear functions of the deviations in locomotive schedule velocity and the coupler forces around the locomotive.  The controls are designed by assuming that various locomotive-gondola car combinations are detached from the train.  Computer simulation results are presented for a 62 car train traversing an undulating grade.  The controls obtained are for the propulsion of the train as problems associated with braking are not considered.  The control algorithm used in this short paper, where only local measurements are used for control, is an example of a decentralized control system.]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58959</guid>
    </item>
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      <title>LOCALIZED FEEDBACK CONTROLS FOR MULTI-LOCOMOTIVE POWERED TRAINS</title>
      <link>https://trid.trb.org/View/50641</link>
      <description><![CDATA[A model for the longitudinal dynamics of a multi-locomotive-powered train is developed.  Using this model, the problem of minimizing coupler forces in the train while maintaining a practical schedule is examined. Controllers developed are easily realized and in one form allow commands for throttle setting changes of remote units. For a trial consisting of remote units, the controllers were found to meet system specifications.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/50641</guid>
    </item>
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      <title>QUASI-STATIC LATERAL TRAIN STABILITY MODEL</title>
      <link>https://trid.trb.org/View/51764</link>
      <description><![CDATA[The Quasi-Static Lateral Train Stability Model simulates a train on a given track in a pushing or braking mode.  The program calculates lateral forces at the bolster centers and coupler pins, a quasi-static equilibrium position, the coupler angles and the moments due to alignemt control. Derailment, wheel climbing, rail overturning, train makeup, draft gear wear, track configuration and curve negotiation forces may be calculated.  As a design tool, the program can be used to evaluate the effect or carbody overhang, maximum bolster lateral displacement from the centerline of the track, optimum bolster spacing and coupler length.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51764</guid>
    </item>
    <item>
      <title>ROTARY CAR DUMPER SYSTEMS</title>
      <link>https://trid.trb.org/View/33676</link>
      <description><![CDATA[The important technical points in total system planning of car retarders, electronic scale platen, the many varieties of single and tandem dumpers, car ejectors, and train positioners are discussed.  Pollution control and OSHA safety provisions also analyzed.]]></description>
      <pubDate>Fri, 05 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33676</guid>
    </item>
    <item>
      <title>CONTRIBUTION TO THE SOLUTION FOR PLACING WAGONS AND GROUPS OF WAGONS IN THE SORTING SIDINGS OF MARSHALLING YARD INSTALLATIONS</title>
      <link>https://trid.trb.org/View/31574</link>
      <description><![CDATA[The system studied is as follows: the sorting siding after the rail brake is divided into 2 sections: a wagon spacing section on which 2 handling trucks alternately ensure the positioning of the wagons; a pre-support section on which the wagons come to a halt in random fashion.  When a certain number has been reached, a second handling truck moves them intermittently to their final contact position. The study calculates the length of these sections, and the movement speeds to be observed to bring the wagons into contact without excessive impacts.]]></description>
      <pubDate>Wed, 10 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31574</guid>
    </item>
    <item>
      <title>LINEAR MOTORISED FLAT YARD SYSTEM</title>
      <link>https://trid.trb.org/View/13022</link>
      <description><![CDATA[For the purpose of yard automation, a linear-motorised freight car speed control equipment has been developed. Large scale testing of the freight car pusher, the electromagnetic freight car retarder and booster-retarder has been carried out. At present they are placed in a yard and are being tested for controlability with good prospects of pratical application.]]></description>
      <pubDate>Fri, 14 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13022</guid>
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    <item>
      <title>SBB AUTOMATES THE HUMPING PROCESS</title>
      <link>https://trid.trb.org/View/18473</link>
      <description><![CDATA[Practical experiments confirm the results of theoretical studies which show that effective speed control of cuts descending from the hump is a complex and expensive process. Despite difficulties with mechanisms on the track, the operating philosophy adopted has proved satisfactory; with the technical problems solved, electrodynamic and screw retarders as well as car pushers are now being installed at the new Basle Muttens II and Zurich-Limmatal marshalling yards.]]></description>
      <pubDate>Mon, 25 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18473</guid>
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