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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>PERFORMANCE LIMITS OF RAIL PASSENGER VEHICLES: STABILITY/CURVING TRADE-OFFS AND MODEL VALIDATION</title>
      <link>https://trid.trb.org/View/268183</link>
      <description><![CDATA[The dynamic performance capabilities of conventional and radial (both self and forced steering) passenger trucks are investigated with respect to lateral stability and curve negotiation.  There always exists an inherent trade-off between good stability and curving performance.  The individual truck designs are optimized and then compared to one another to determine the performance benefits of the radial design.]]></description>
      <pubDate>Fri, 27 Aug 2004 21:35:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/268183</guid>
    </item>
    <item>
      <title>THE LOCOMOTIVE OF THE 90S</title>
      <link>https://trid.trb.org/View/308250</link>
      <description><![CDATA[Presented are some of the advances in technology which have enhanced both new and remanufactured or rebuilt locomotives. Included among them are: microprocessors which have improved power, control and diagnostics, advanced train control systems, alternating current as opposed to direct current, radial trucks, and improved components.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308250</guid>
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    <item>
      <title>DEVELOPMENT OF BOGIES WITH MINIMUM RAILWEAR</title>
      <link>https://trid.trb.org/View/271196</link>
      <description><![CDATA[The adaptation of locomotive bogies to American track represented an important step.  At the same time, the requirements imposed on the running gear, based on the 35 to 60% higher speeds (200 to 220 km/h) currently found on Swedish lines, has led to the development of new "radial bogies" with flexible tracking of the rigid axles.  In addition, a new generation of bogies for railcars and passenger coaches has been built and subjected to tests. These bogies have particularly good characteristics as regards the tracking forces and wheel wear on winding lines.]]></description>
      <pubDate>Thu, 31 Jul 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271196</guid>
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    <item>
      <title>BC TRANSIT. THE WORLD'S LONGEST FULLY-AUTOMATED METRO</title>
      <link>https://trid.trb.org/View/271280</link>
      <description><![CDATA[Starting early in 1986, crewless transit trains began revenue service out of Vancouver, Canada, to southeastern suburbs.  The initial 21.4-km route, principally elevated but with segments atgrade and a tunnel into the downtown area, was placed in operation well in advance of the opening of Vancouver's Expo 86, which it will serve. Christened Skytrain, the lightweight trains feature two important innovations--linear motors and steerable axle trucks. Married-pair units may be operated in trains of up to 6 cars.  Self-service fare collection is used.  Initial planning for a conventional light-rail system was superseded by the advanced light rapid transit (ALRT) concept, Canadian-developed, which is a meld of rapid transit, light rail and peoplemover technologies.]]></description>
      <pubDate>Sat, 31 May 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271280</guid>
    </item>
    <item>
      <title>DEVELOPING BOGIES WITH RIDING QUALITIES ACCEPTABLE TO THE TRACK</title>
      <link>https://trid.trb.org/View/270001</link>
      <description><![CDATA[The economy of modern railways rolling stock is critically dependent on the design and construction of the running gear.  This holds particularly good for the permissible speed and thus the position of the railways in the transport market but also for the cost of bogie and track maintenance.  These aspects have dictated the development of bogies in Sweden during the last 15 years.  As important step was the further development of existing bogies for American track conditions.  At the same time, the requirements to be met by the bogies on existing Swedish tracks, i.e. 35-60% higher speed (200-220 km/h max.) have led to the development of so-called radial bogies with resilient wheelset guidance.  As a spin-off, a new generation of bogies for power cars and passenger coaches was built and tested.  These bogies feature excellent properties with respect to the guiding forces and wheel wear on lines with many curves.  Development work was supported by this extensive use of new calculation methods and new test instrumentation.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270001</guid>
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      <title>VANCOUVER READY IN 86</title>
      <link>https://trid.trb.org/View/218377</link>
      <description><![CDATA[BC Transit is building a 22-km rapid transit line linking Vancouver, Canada, with Burnaby and New Westminster to the east; the first segment will open in 1986.  This Advanced Light Rapid Transit (ALRT) concept, of Canadian origin, features linear induction motors and steerable trucks.  A former single-track railroad tunnel has been converted to two levels for double-track transit and much of the remainder of the line is on a new elevated structure.  Extensions are already authorized and additional lines are being planned.  The Seltrac system is used for automatic train control and other fuctions.]]></description>
      <pubDate>Thu, 31 Oct 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218377</guid>
    </item>
    <item>
      <title>PRFORMANCE LIMITS OF RAIL PASSENGER VEHICLES: STABILITY/CURVING TRADE-OFFS AND MODEL VALIDATION</title>
      <link>https://trid.trb.org/View/214091</link>
      <description><![CDATA[The dynamic performance capabilities of conventional and radial (both self and forced steering) passenger trucks are investigated with respect to lateral stability and curve negotiation.  There always exists an inherent trade-off between good stability and curving performance. The individual truck designs are optimized and then compared to one another to determine the performance benefits of the radial design.  It is shown that the self steering radial truck can be designed for higher critical speed due to the decoupling of the truck mass from the wheelsets and that it can also be designed to exhibit lower flanging forces on tight curves due to the higher truck shear stiffness capability of the self-steering truck.  A forced steering truck differs from the self-steering radial truck in that linkages are used between the carbody and wheelsets to force the wheelsets into radial alignment.  It is shown that these linkages provide superior curving performance on tight curves, however, care must be taken to avoid kinematic instabilities.  Experimental data obtained from the recent AMTRAK/FRA/GSI test program at the USDOT Transportation Test Center is used to validate the tangent track stability and ride quality models used in this report.  Excellent agreement with the experimental data was obtained from .5 to 10 Hz.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/214091</guid>
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      <title>NEW DEVELOPMENTS IN RAILCAR TRUCKS</title>
      <link>https://trid.trb.org/View/210448</link>
      <description><![CDATA[In this paper the results of the development of the ASDP truck for heavy rail transit applications are discussed.  The ASDP truck has a truck-frame-hung monomotor and a very soft secondary air suspension.  Also, a number of options that have been developed for the basic Budd P-III railcar truck, of which some 10,000 have been built for transit, commuter, and main-line service, are discussed.  The modifications or options that have been developed include a soft primary suspension, a steerable truck, a simplified secondary suspension, and a tilt truck for high-speed corridor operation.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210448</guid>
    </item>
    <item>
      <title>ICTS: A TALE OF THREE CITIES</title>
      <link>https://trid.trb.org/View/210506</link>
      <description><![CDATA[Canada's Urban Transportation Development Corp. (UTDC) has been developing an Intermediate Capacity Transit System (ICTS) which is now being implemented in 3 North American cities.  The goal of ICTS has been a rail transit concept intermediate in capacity between conventional light rail and full rapid transit.  ICTS technology involves steel wheel on steel rail guidance and support, linear motor propulsion and lightweight vehicles that make possible a small, low cost supporting structure.  UTDC is building a 2.9-mile downtown people mover in Detroit, a 4.3-mile feeder from Scarborough, Ontario, to Toronto's rapid transit, and a 13.3-mile suburb-to-downtown transit line at Vancouver, B.C.  Details of each of 3 systems under construction are given.  ICTS advantages include low noise due to radial trucks, close headways due to LIM performance and the SELTRAC control system, and the small, lightweight vehicle. The system was debugged during a long prototype testing program at Kingston, Ontario.]]></description>
      <pubDate>Wed, 30 Jan 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210506</guid>
    </item>
    <item>
      <title>ANALYSIS OF RAIL TRANSIT VEHICLE DYNAMIC CURVING PERFORMANCE. FINAL REPORT</title>
      <link>https://trid.trb.org/View/206235</link>
      <description><![CDATA[An analytical model is developed for determining the dynamic curving performance of rail transit vehicles. The dynamic wheel/rail interaction forces, vehicle suspension and body motions and track displacement are computed, as well as wheel and rail wear indices.  The model incorporates a nonlinear, multi-point contact wheel/rail geometry characterization and is directly applicable to conventional, self-steered radial and forced steered (linkages between the carbody-bolster-wheelsets) truck configurations.  A limited set of parametric studies are conducted in which dynamic forces and wear indices for conventional, radial and forced steered tracks are determined for new AAR and Heumann wheel profiles. Available experimental dynamic curving field test data is reviewed in the context of the model.]]></description>
      <pubDate>Sun, 30 Dec 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/206235</guid>
    </item>
    <item>
      <title>STABILITY AND CURVING PERFORMANCE OF CONVENTIONAL AND ADVANCED RAIL TRANSIT VEHICLES</title>
      <link>https://trid.trb.org/View/201107</link>
      <description><![CDATA[Analytical studies are presented which compare the curving performance and speed capability of conventional rail transit trucks with self steering (cross-braced) and forced steering (linkages between carbody and wheelsets) radial trucks.  Truck curving performance is measured in terms of the work performed by the wheel/rail friction forces in the contact zone during curve negotiation.  The contact work is used as an indication of wheel and rail wear rates as well as the additional power required to negotiate curves.  Truck speed capability is expressed in terms of the maximum operating speed before lateral instability or hunting occurs.  The studies are based upon a generalized computational model which is capable of representing conventional and innovative trucks that are currently being considered for implementation.  the stability analysis utilizes a linear model while the curving analysis includes the essential nonlinearities associated with wheel/rail profile geometry, wheel/rail friction force saturation and suspension stiffnesses.  In addition, the curving analysis includes an accurate description of two-point wheel/rail contact which can occur with common wheel profiles during flanging.  Results of the study indicate that for curves greater than 5 deg, forced steering trucks can offer substantial performance improvements in comparison to well designed conventional trucks in terms of work performed during curve negotiation. Also comparison of a new AAR 1/20 wheel profile with a modified Heumann (single point contact) profile indicates that the latter profile can offer substantial performance improvements in terms of reduced work during curve negotiation.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201107</guid>
    </item>
    <item>
      <title>PASSENGER TRAIN EQUIPMENT REVIEW REPORT. VOLUME 3. SUSPENSION AND GUIDANCE SYSTEMS</title>
      <link>https://trid.trb.org/View/204986</link>
      <description><![CDATA[Early in 1977, the Federal Railroad Administration, Office of Research and Development, initiated the Improved Passenger Equipment Evaluation Program (IPEEP), which was designed as a detailed systematic review of advanced passenger trains and equipment throughout the world that could possibly be used in the United States. During the course of this program, the members of the IPEEP Train System Review Team prepared 24 technical papers, in addition to the basic set of IPEEP reports covering baseline data and individual train reviews and a separate report on train performance methodology.  This volume of eight papers covers passenger vehicle axle loads, criteria for high-speed curving of passenger vehicles, radial steering systems for high-speed passenger trains, comparison of conventional and radial trucks, wheel profiles for high speed passenger trains, sensitivity of wheel sixe to induction and synchronous traction motor drives, influence of unsprung mass on rail vehicle/track performance, and use of instrumented wheelsets to measure wheel/rail forces.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204986</guid>
    </item>
    <item>
      <title>PROCEEDINGS INTERNATIONAL CONFERENCE ON WHEEL/RAIL LOAD AND DISPLACEMENT MEASUREMENT TECHNIQUES JANUARY 19-20, 1981</title>
      <link>https://trid.trb.org/View/201560</link>
      <description><![CDATA[Measurement of wheel/rail characteristics generates information for improvement of design tools such as model validation, establishment of load spectra and vehicle/track system interaction.  Existing and new designs are assessed from evaluation of vehicle/track degradation and performance measure associated with dynamic behavior, fuel economy and safety parameters.  Diagnosis and verification of hypotheses dealing with carbody hunting, rock and roll, wheel climb, wear and rail strength have been instrumental in introduction of new types of trucks such as the radial and self-steering designs.  Advancement in the field of wheel/rail load and displacement measurement have been achieved by organizations all over the world. This conference provided a look at international developments in the current state-of-the-art.  From papers presented, it is evident that instrumented wheelsets for load measurement have reached an advanced stage of sophistication.  Accuracy and frequency response of commonly used sets are adequate for most dynamic studies and for assessment and diagnosis of existing or new equipment.  Because an instrumented wheelset is generally delicate and complicated with its sophisticated electronics and associated data recording systems, future developments should emphasize simplification and reduced costs.  Wayside load measurement has seen the TSC/Battelle lateral circuit and the ORE vertical circuit receive wide acceptance. Direct comparison of on-board and wayside measured loads has provided added confidence in both methods.  Rail motion can be monitored at wayside, but there has been little development of measurement of wheel motion relative to rail.  It is expected that there will be rapid advancements in measurement of wheel/rail interaction.  This conference should hasten such development.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201560</guid>
    </item>
    <item>
      <title>RADIAL AXLE PASSENGER TRUCK EVALUATION: LIFE TEST RESULTS AND VEHICLE PERFORMANCE PROBLEMS</title>
      <link>https://trid.trb.org/View/177543</link>
      <description><![CDATA[A pair of prototype radial-axle passenger trucks was tested at the Transportation Test Center, Pueblo, Co. With steering cross-links to provide yaw-angle compliance and axle stability, these trucks can execute axle radial alignment when negotiating curves; primary suspension is made up of separate vertical and horizontal springing. Curving performance, stability, ride quality, braking performance, and component life were evaluated during extended service tests. This report covers vehicle safety, resolution of technical problems, wayside rail force data, and the extended service life testing.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177543</guid>
    </item>
    <item>
      <title>RADIAL AXLE TRUCK TEST RESULTS REPORT</title>
      <link>https://trid.trb.org/View/191189</link>
      <description><![CDATA[This report describes the performance tests conducted on a pair of prototype radial axle trucks developed by GSI.  The trucks tested were purchased from GSI by Amtrak and tested by FRA as a joint FRA/Amtrak project.  The results of this test show that, as configured for this test, the trucks negotiated curves very well but did not have adequate high speed stability.  The truck ran in curves up to 7.5 degrees with near zero wheel to rail angle-of-attack and exhibited no flange wear.  Conventional trucks incurred significant flange damage from the constant operation at speeds above the balance speeds for the zero degrees 50 minutes curves on the test center RTT track.  The radial trucks appeared to have adequate stability at speeds up to 120 mph when the wheels were new but the wheel profiles deteriorated within 10,000 miles.  Wheel wear caused deterioration in the stability resulting in severe oscillations of the axles.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/191189</guid>
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