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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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    <item>
      <title>CARRIAGE AND RAILCAR HEATING. REPORT ON THE TESTS, MADE DURING THE WINTER 1957/58, TO DETERMINE THE STEAM CONSUMPTION REQUIRED FOR THE HEATING OF CARRIAGES</title>
      <link>https://trid.trb.org/View/15259</link>
      <description><![CDATA[The B 30 Specialists Committee had been entrusted with the task of determining, by means of tests, the values indicatory of the steam consumption for the heating of various types of carriages equipped with various systems. The tests were carried out on the lines of the DB, at the request of the B 30 Specialists Committee, by the Carriage and Wagon Testing Department of the DB at Minden (Westphalia) (1958).  Three test trains, each consisting of 9 coaches of the same type, were formed; the average consumption values of each coach were then measured, by measuring, under relatively unfavourable service conditions (night journeys, unoccupied compartments), the total consumption of each test train.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15259</guid>
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    <item>
      <title>CARRIAGE AND RAILCAR HEATING. REPORT ON THE TESTS DETERMINING THE CURRENT CARRYING CAPACITY OF COUPLING COMPONENTS AND MAIN THROUGH WIRING FOR ELECTRIC TRAIN HEATING, CARRIED OUT DURING THE YEAR 1959</title>
      <link>https://trid.trb.org/View/15260</link>
      <description><![CDATA[The B 30 Specialists Committee had been entrusted with the task of determining, by means of tests, the current carrying capacity of the main through wiring and couplings for electrical train heating and of making proposals as to the means by which this capacity might be increased.  The need for this investigation arises from the fact that the carrying capacity of existing wiring and couplings is, in some cases, appreciably lower when the electric supply is alternating at 50 cps than when it is at 16-2/3 cps or is direct current.  In addition there in an increasing tendency for some vehicles to have an installed heating capacity greater than 35 kW, even at 1000 volts supply voltage and some Administrations are already operating trains of more than 15 vehicles and others are proposing to do so.  The tests were carried out during 1959 by the Testing Station of the DB Electrotechnical Department in Munich, using well established techniques approved by the B 30 Specialists Committee.  The tests showed that in general all present types of wiring and couplings could carry 600 Amps. at 16-2/3 cps or with D.C., but that this was reduced in some cases to rather over (in one instance under) 400 Amps. at 50 cps due to some part or other becoming too hot.  It was also found that by making various parts of non-magnetic, instead of magnetic, material and by using cables with heat resisting insulation the current carrying capacity could be increased to 700 Amps.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15260</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. REPORT ON THE TESTS CARRIED OUT ON SOME STEAM HEATING HALF-COUPLINGS IN 1956-1957-1958 AND 1959 BY VARIOUS DEPARTMENTS OF THE DB AND OF THE SNCF</title>
      <link>https://trid.trb.org/View/15261</link>
      <description><![CDATA[The investigation which is covered by this report arose from the need to improve the performance in service of the rubber washers used in the heads of steam heating couplings as failures of these components were responsible for about half the total number of "incidents" concerned with steam heating.  While the performance of such washers could be improved to some extent by an improvement in the quality of the washers themselves any such improvement was found to be of a severely limited amount if the design of the coupling to which it was fitted was such as to give rise to criticism both as regards the mounting of the washer in the coupling head and as regards the flexibility, or stiffness, of the joints.  No proper comparison could be made of the performance of the various washers tested for endurance on a testing machine, simulating the movements of the couplings in service, unless the couplings, in which the washers were mounted, were themselves similar in performance.  This led to tests on a variety of couplings, from several Railway Administrations, some of which were found not to comply fully with the requirements of UIC Leaflet No. 551.  These tests showed that the Friedmann type of coupling, used by the DB and other railways, met the requirements better than the other couplings tested and enabled a very much longer life to be obtained from the washers.  As a result of the tests two proposals are put forward: (a) the draft of an amended text for UIC Leaflet No. 551; (b) the draft of a Technical Specification for the supply of rubber washers and joint rings for steam heating couplings.  These two proposed drafts form appendices to the report.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15261</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. REPORT ON THE STEAM CONSUMPTION FOR THE HEATING OF CARRIAGES BY MEANS OF AIR-HEATING SYSTEMS</title>
      <link>https://trid.trb.org/View/15262</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15262</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. REPORT ON TESTS OF DEVICES FOR AUTOMATIC VOLTAGE SELECTION FOR ELECTRICAL TRAIN HEATING AT SEVERAL VOLTAGES</title>
      <link>https://trid.trb.org/View/15263</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15263</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. CONSUMPTION OF ELECTRIC ENERGY FOR THE HEATING OF CARRIAGES. (DIRECT HEATING OF HEATING BY MEANS OF THE FORCED OR MODULATED AIR SYSTEM) (SNCF-ROLLING STOCK, WINTER 1958/59)</title>
      <link>https://trid.trb.org/View/15264</link>
      <description><![CDATA[The report gives the results of tests carried out early in 1959 on behalf of ORE by the SNCF using its own carriages, of several different kinds, to determine the electrical energy needed for train heating with each of a number of different kinds of heating system, control system and kind of vehicle.  A train of nine carriages was run between Paris and Lyons and back a number of times, both empty and in ordinary commercial service, on stopping trains.  Some stationary tests were also carried out with this train.  The report brings out the difficulties, due to both natural and other causes, when tests are carried out on the line either with special trains or in ordinary commercial service.  On several occasions the weather was very mild and occasionally, in sunshine, actually hot, so that the heating had sometimes to be turned off.  The occupation of the different vehicles by passengers was very varied and the actions of the passengers affecting the heating were unrepresentative because of the unusual weather.  To obtain really good comparative figures either a very large number of tests in service are needed or use must be made of a testing station such as that now in service at Vienna, but which was, at the time of these tests, only in the very early stages of construction.  The report brings out the fact that the more modern types of heating with a forced air circulation, constant or intermittent, requires more energy than the older heating by radiators mainly because of the improved ventilation which these air heating devices provide when the train is stationary or moving at low speed (for passenger trains).  This excess reached almost 100% in the most adverse and abnormal circumstances but was more often in the order of 30-40% for these tests and it is estimated that in express service the difference would be in the order of 10-15%.  The question of preheating is also dealt with and the important point is brought out that speed of preheating and economy of preheating energy are not altogether compatible with one another or with economy when the train is running.  The report also shows that the system of heating of a carriage cannot be considered in isolation but must be considered together with the constructional characteristics of the carriage itself.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15264</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. ENERGY CONSUMPTION FOR HEATING SYSTEMS WITH AND WITHOUT THERMOSTATIC REGULATION</title>
      <link>https://trid.trb.org/View/15265</link>
      <description><![CDATA[This report is, in effect, a summary of reports made to ORE by the DB and by the SNCB on some tests carried out for ORE by those two Administrations, using carriages of the SNCB to determine the economy in the consumption of electrical energy for train heating when automatic (thermostatic) control is substituted for hand operated control of the heating.  In addition the report includes the results of similar tests made by the DB, on its own account, with its own carriages, and described in its own report.  The tests covered 460 heating days in all and were spread over most of two heating seasons and took place in conditions representative of average weather conditions in Central and Western Europe.  The average economy was found to be 22.5%. The value of this saving in money depends on so many factors, varying from one Administration to another, that no generally applicable value can be stated, but the data given will permit any Administration to make an estimate to suit its own circumstances.  This saving can be set against the additional cost of fitting automatic control to new carriages, which  usually so fitted for reasons of increased passenger comfort, or against the cost of converting existing carriage stock, which cost may vary greatly for different Administrations.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15265</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING INFLUENCE OF THE RELATIVE AIR HUMIDITY ON THE DESIGNING OF THE COOLING PART OF AIR CONDITIONING PLANTS IN PASSENGER COACHES</title>
      <link>https://trid.trb.org/View/15266</link>
      <description><![CDATA[The present report deals with the influence exerted by the cooling and dehumidifying of the outside air which is introduced by the air conditioning plant on the design of the cooling portion of the latter.  This report is based on a very large mass of meteorological data which represent the climatic conditions in two cities (Bonn and Barcelona). These two cities represent, on one hand, the climate of Central Europe (and much of Western Europe also) and, on the other hand, that of the European coast of the Mediterranean. The worst combination of temperature and relative humidity of the air for each of these climates has been used as a basis of calculation excepting only those occasional extremes that occur, on average, for only about one hour per year.  It appeared that as regards both climates, the maximum output for cooling and dehumidifying of the outside air would be required at an ambient temperature of about 29 degrees Centigrade.  The relative humidity decreased so rapidly at higher temperature that the cooling output diminished again.  The total cooling output of an air-conditioning plant intended to achieve those conditions of comfort in a railway carriage which have been set out in Interim Report ORE B 30/RP 4, part I, is a function of the influence of heat tranfer, solar radiation, emission of heat by passengers and cooling and dehumidifying of outside air introduced by an air conditioning plant.  The first three causes of influence have been dealt with by Interim Report ORE B 30/RP 4, part II, and the fourth cause is the subject of the present report, which therefore represents a supplement to Interim Report RP 4.  A summary of the total cooling output as a function of the ambient temperature and the rate of occupation of the vehicles, was given in Interim Report ORE B 30/RP 11, section 2.6.  For this results of Interim Reports RP 4 and RP 12 were used.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15266</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. REPORT ON THE TESTS CARRIED OUT IN THE VIENNA ARSENAL TESTING STATION DURING 1961</title>
      <link>https://trid.trb.org/View/15267</link>
      <description><![CDATA[This report sums up the results of the tests carried out in the Vienna Testing Station during 1961 on 9 railway coaches belonging to various Administrations.  Vehicles of the following types were tested: open central-gangway saloon coach, compartment coach, couchette coach, diesel railcar and air-conditioned TEE trailer coach.  Although the heating systems differed from each other the tests carried out were in many ways similar for all vehicles.  These tests were firstly concerned with the determination of the time required and the corresponding energy consumption for preheating from various outside temperatures.  Subsequently, the quality of the heat regulation was tested, the energy consumption necessary for heating at various speeds determined and comfort tests carried out which chiefly covered temperature distribution in the compartments and air circulation velocities.  In addition were carried out: cooling tests and tests appertaining to the resistance of the equipment to freezing and overheating; k-value tests supplemented by tests for measuring air leakage by means of radio-active isotopes introduced into a vehicle and Geiger-Muller counters; special tests to meet specific requests of various Administrations.  The most important results obtained in these series of tests are summarised and graphically illustrated.  It is regretted that it has not so far been possible to present in this first report an analysis and a comparison of the results of the different tests.  It is, however, intended to supplement accordingly the annual report for 1962.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15267</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. LIABILITY OF THE WATER SUPPLY SYSTEM OF RIC-COACHES TO FREEZING</title>
      <link>https://trid.trb.org/View/15268</link>
      <description><![CDATA[The prescriptions contained in RIC par. 43 and those in UIC- leaflet 563, both issued on 1st January 1962, deal with the conditions to be met by water supply systems for RIC-coaches in respect of their liability to freezing.  These prescriptions are not in accordance with each other and, in the opinion of the ORE B 30 Specialists Committee, they do not entirely allow either for the demands of the passengers nor for those pertaining to operation.  Therefore, a new text of the above prescriptions is suggested. The conditions to be fulfilled for the technical realisation of these proposals have been investigated.  During this it has become apparent that unheated passenger coaches may be left, without any heating of the water, in the open air for periods up to 12 hours, even at a temperature of -20 degrees C, when merely taking simple measures to ensure an adequate insulation.  As the measures to achieve this insulation can, generally speaking, be applied to coaches of older designs, it is suggested that from a certain date, still to be fixed, only such RIC-coaches should be accepted in which the water need not be drained when these coaches are left unheated in the open air for periods up to 12 hours.  The heating of the water for toilets and lavatories is then not required in order to protect the water tank against freezing.  It is however recommendable both for reasons connected with comfort and to prevent the formation of ice in the drain pipes of the water supply devices.  The methods of heating the water adopted so far are summarised.  A test procedure which can be applied in the Vienna testing installation is described; this will make it possible to determine, in future, whether passenger coaches meet the conditions for the water supply systems for toilets and lavatories as proposed in this report.  The theoretical cooling curves of the water at the various initial conditions occurring in practice were plotted by the Bundesbahn-Versuchsanstalt Minden (Westph.) by means of an analogue computer.  The original report of this research organisation has been appended to the report.  The theoretically determined cooling curves, reproduced in this report, will in due course be supplemented by results which have been obtained during practical tests made in the Vienna Test Installation.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15268</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. TESTS CARRIED OUT IN THE VIENNA ARSENAL TESTING STATION DURING 1962</title>
      <link>https://trid.trb.org/View/15269</link>
      <description><![CDATA[The present report is a summary of the results of tests carried out in the Vienna Testing Station in 1962 on 21 railway coaches belonging to various Administrations. Vehicles of the following types were tested: Open central- gangway saloon and compartment coaches, couchette coaches, diesel railcars or driving trailer coaches, and also air-conditioned coaches of luxury trains.  Although the heating systems differed, it was tried to carry out the same tests on all vehicles.  The tests covered first the determination of the pre-heating and pre-cooling periods and that of the energy required for these processes at various outside temperatures.  Subsequently, the quality of the regulation of the heating or air-conditioning equipment was tested and the energy consumption of the heating or air- conditioning equipments ascertained at various outside temperatures and speeds; comfort tests were also carried out.  The latter chiefly covered the temperature distribution and the air circulation velocities in the compartments.  Furthermore, cooling tests were made and also tests for ascertaining the resistance of the equipment to overheating and freezing.  A series of k value tests were made with the vehicles at different operating conditions and at various wind velocities.  These tests were supplemented by air leakage measurements, using radioactive isotopes. Finally, special tests, such as noise measurements, were made to meet specific requests of various Adminstrations. The most important results obtained from these series of tests are summarised by means of graphs.  For the purpose of comparison, the respective extreme values of the test results of 1961 have been added.  The tables and graphs are followed by a summary of the different series of tests and, in this connexion, the results of the different tests are reviewed.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15269</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. OIL BURNER TRAIN HEATING SYSTEMS</title>
      <link>https://trid.trb.org/View/15270</link>
      <description><![CDATA[ORE Committee B 30 is studying the possiblities of heating railway carriages and has in consequence examined oil-fired heating systems.  A survey on the oil burner heating systems used on rail vehicles of the West European Railways shows that for diesel rail buses and similar vehicles, for battery railcars, trailers and driving trailers, use is made of oil burner water and air heating devices of simple design with an output of 6500 - 18,000 kcal/h.  On larger vehicles oil burner heating systems with pressure-fed oil atomisers in combination with hot water boilers or air heaters of 35,000 - 60,000 kcal/h output are used.  In diesel railcars, the warm coolant water of the engines is largely used for heating purposes; this also provides the possibility of keeping the coolant water of the engine warm by means of the vehicle heating plant and of pre-heating it to the starting temperature of the diesel engine.  On Administrations where a large percentage of the system is electrified there is a tendency to replace steam heating boilers on diesel locomotives and heating vans by electric heating generators so that, in future, passenger coaches may by heated exclusively by electricity and steam heating systems might be dispensed with.  A special chapter has been devoted to oil burner individual coach heating systems for general purpose passenger coaches running in locomotive hauled trains.  Also studied were the frequency failure rates of oil burner heating systems, safety regulations for in tunnel passing by rail vehicles discharging exhaust gases produced by oil-fired heating plants, and annual expenditure of the oil burner heating systems.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15270</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. PROVISIONAL TECHNICAL SPECIFICATION FOR THE SUPPLY OF RUBBER ARTICULATION JOINTS FOR STEAM-HEATING HALF COUPLINGS</title>
      <link>https://trid.trb.org/View/15271</link>
      <description><![CDATA[Following the meetings held at ROME in January 1961, the Sub-Commission "Specifications and Standardisation" considered that the draft-specification for washers and articulation joints for steam heating half-couplings, presented by the B 30 Committee in its Interim Report No. 6, should only be retained for the washers.  This draft-specification was consequently submitted to the 5th Commission of the UIC in the form of UIC Leaflets comprising a technical specification of a provisional nature.  This led to the publication, on 1st January 1962, of UIC Leaflet 841-3 R.  Concerning the articulation joints, the B 30 Committee was asked to prepare a document defining, in a more precise manner, the qualities required of these components.  This work has just been completed and the document, established in the same form of layout as Leaflet 841-3 R, defines better the test conditions expecially applicable to articulation joints, namely: hardness tests, tensile tests, adherence tests and checking of the consistency of the shape.  This new specification takes into account data taken from the studies of the B 30 Committee and from different acceptance tests on articulation joints, carried out in the laboratory.  The application of the envisaged prescriptions should result in an improved performance in service and by an increase of effective life. Consequently, a reduction in the number of failures in service and a decrease in maintenance costs might be expected.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15271</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. TRIALS ON HEATING CUT-OFF COCKS WITH LEAKAGE HOLES TO AVOID FREEZING OF THE MAIN STEAM PIPE</title>
      <link>https://trid.trb.org/View/15272</link>
      <description><![CDATA[In UIC-leaflet No. 551, article 11, it was laid down that in the case of newly built rolling stock, the steam cut-off cocks of the main steam pipe, as from 1st January 1962, must possess, in addition to "open" or "closed" positions, an appropriately marked position which can be used for releasing steam at the rear of the train through an opening with a minimum cross section of 1.5 mm to the 2nd power.  In a relevant footnote it has been stated that the cross section of the leakage hole may still be changed when more accurate tests have been made.  Within the scope of the tasks entrusted to it by the ORE Control Committee, the B 30 Specialists Committee has studied, by means of tests in the Vienna Arsenal Testing Station, the behaviour of the steam discharged from leakage holes at several steam pressures down to minus 20 degrees centigrade and assembled the results in this report.  Simultaneously, the behaviour of the discharged steam from a steam leakage hole in the end-cap of a new suspension device and the results were compared with those of the steam cut-off cook.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15272</guid>
    </item>
    <item>
      <title>CARRIAGE AND RAILCAR HEATING. TESTS WITH THERMOSTATS AND CONTACT THERMOMETERS</title>
      <link>https://trid.trb.org/View/15273</link>
      <description><![CDATA[This report gives an account of the tests carried out with six thermostats and four contact thermometers which might be considered to be representative of the devices used by the Western European railways for regulating the temperature of passenger coaches.  The object of the tests was: to examine the characteristics of the devices when new, to submit them to an artificial aging similar to a period in service in a coach of two years, and to re-examine the characteristics of the devices after aging.  It became apparent that: the switching-on and switching-off temperature of certain devices had changed; aging did not exert an influence with an appreciable tendency on the switched-on and switched-off times of thermostats with thermal feed-back; and the thermal inertia of the thermostats which underwent the complete aging test had increased.  The extent of these variations is shown in the tables and diagrams.  It is felt that it is necessary to draw special attention to the aim of the tests which was to ascertain the properties of the thermostats from that standpoint of the regulating technique and their modification as a function of the time.  Since only one specimen of each thermostat type could be tested, the tests do not therefore provide any information about the reliability of these thermostats in service.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15273</guid>
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