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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>CARRIAGE-BOGIE DESIGN</title>
      <link>https://trid.trb.org/View/11266</link>
      <description><![CDATA[Factors involved in determining the riding characteristics of coaching stock are numerous.  By means of suitable formulae, the path of a wheel set, will be a sine curve. It is influenced by the profile of the rail head.  The characteristics of springs are carefully considered as suggested that helical springs might be used to deal with both vertical and lateral forces or by arranging for bogie center to bear against large rubber pads disposed at an oblique angle, so as always to be in shear.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11266</guid>
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    <item>
      <title>DETERMINATION OF THE MOST ECONOMIC WEIGHT OF RAILS. REPORT OF INQUIRY</title>
      <link>https://trid.trb.org/View/15299</link>
      <description><![CDATA[Conforming to the ORE Control Committee's request, the present Report does not aim at giving conclusions on the question, but simply an analysis of the various Administrations' opinions.  In this aim, the present Report, based on the questionnaire, has been carried out as follows: Firstly, understanding the historic evolution of the weight of the rail in the different countries, so as to investigate whether this evolution presented common characteristics, and, to investigate the motives given by the different Administrations for justifying the trend of this evolution. Secondly, attention is directed on the sections of rails at present in use, the results obtained, and the improvements desired.  In the whole of this study, it has appeared necessary to distinguish very clearly between the joint and the portion of rail outside the joint.  This distinction, already necessary in the older types of track-laying, is still more so now, taking into account the tendency to use long-welded rails throughout when this is possible.  Certain causes of weakness, linked to the weight of the rail, which manifest themselves particularly at the joint, disappear in fact in these new techniques, which may lead to modify the conclusions which are valid for the conventional type of track-laying.  The technique being however only a means, of which the aim is the reduction of the working costs, we should have desired to develop especially the study of the benefits obtained by the additional weight of rail, in comparing the increase of the equipment costs which derive from it, and, the economies which may be realized on the subsequent maintenance and renewal costs.  The very small amount of data which we have received on this subject, does not allow comparisons to be made between the various Administrations, and, the study of this part has only allowed impressions to be given and not comparisons justified by concrete figures.  Finally, in order to comply with the programme which has been outlined, we have sought to ascertain the opinions of the Administrations with regard to the effect of the weight of the rail on the behaviour of the rolling stock.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15299</guid>
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    <item>
      <title>GROOVED BENT STOCK RAILS FOR SWTICHES</title>
      <link>https://trid.trb.org/View/11684</link>
      <description><![CDATA[This report provides a brief description of the design and results of Union Pacific tests of grooved bent stock rails for switches.  The conclusion of the Union Pacific at this time is that grooved bent stock rails for 16-ft. 6-in. switches (No. 10 turnout) in locations of normal traffic on the turnout side are of undoubted advantage and will far outlast ungrooved stock rails.  Further observation will be required before arriving at a definite conclusion on grooved bent stock rails for 24-ft. switches.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11684</guid>
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    <item>
      <title>WHEEL, AXLE, AND RAIL STRESS PROBLEMS RELATED TO HIGHER CAPACITY CARS--PART IV-EFFECT ON RAIL</title>
      <link>https://trid.trb.org/View/7578</link>
      <description><![CDATA[Those items that have been found advantageous in reducing shelling caused by higher capacity (85 to 100-ton) cars are wheel loads should be limited in proportion to wheel diameter.  Higher strength material in the rail will greatly reduce shelling but not entirely eliminate it (under the wheel loading conditions existing with 70-ton capacity cars before the allowable load was increased 5%).  Modified rail head contours in today's modern rail sections which approach the average worn wheel condition, have been helpful in reducing shelling.  Rail lubrication on curves extends the rail life but results in the removal of more rails for shelling rather than abrasive wear.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7578</guid>
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    <item>
      <title>PROBLEMS OF INTERACTION OF VEHICLES AND TRACK--WORN PROFILES OF RAIL HEADS AND WHEEL TYRES</title>
      <link>https://trid.trb.org/View/7689</link>
      <description><![CDATA[As a result of a large number of tests it has been proved that service wear on wheel tires and rail heads leads to definite profiles.  These worn profiles are to a large degree independent of the initial profiles of tires and rail heads.  In the worn condition the profiles maintain their form and are not subject to any further change.  The worn profiles are characterized by good mutual conformity and thus by little increase in wear.  The worn profile of tires results in a shortening of the wave length of the periodical wheel set motions (hunting) in the track clearance.  It was concluded that to wear new profiles of rail heads and tires should be adapted as much as possible to the worn profile.  The use of special wheel tire profiles promise no lasting influence on the riding quality of vehicles.  Therefore other design measures on the vehicles should be preferred to control the hunting motion.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7689</guid>
    </item>
    <item>
      <title>TECHNIQUES FOR CONTROLLING RAIL CORRUGATION</title>
      <link>https://trid.trb.org/View/271178</link>
      <description><![CDATA[Corrugation on low rails in curved track is a common and significant problem on North American railways. Research findings on probable causes are described and practical methods of keeping this problem under control are suggested. The role of wheel and rail contact stresses in the plastic deformation of rail surface, a necessary condition for corrugation development, is examined, and the use of high-strength steel and rail profile grinding to control rail corrugation through reducing or preventing rail surface plastic deformation is discussed. Results of recent field trials of rail corrugation control using a rail profile grinding technique are presented.]]></description>
      <pubDate>Sun, 31 Jul 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271178</guid>
    </item>
    <item>
      <title>RAIL-HEAD REPROFILING BY PLANING EMBRACING MEASURING SENSORS</title>
      <link>https://trid.trb.org/View/276103</link>
      <description><![CDATA[Further developments by Plasser & Theurer bring into service operation a comprehensive bogie-mounted planing machine able to rectify quickly worn and corrugated rail-heads and accurately measuring as work proceeds.  Swarf collection is embodied and ability to restore badly-worn rail-heads provides an effective process to facilitate rail transposing in curved-track laid in long welded rail.]]></description>
      <pubDate>Wed, 30 Sep 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/276103</guid>
    </item>
    <item>
      <title>RAIL PROFILE GRINDING. PHASE II TEST REPORT</title>
      <link>https://trid.trb.org/View/266458</link>
      <description><![CDATA[The second of two field tests involving fifteen test curves to reliably verify the performance of the CIGGT asymmetrical rail grinding pattern is reported. Monitoring these test curves for six months after test grinding has shown that CIGGT's pattern significantly reduced rail corrugation and improved rail surface conditions on the low side.  On the high side, this pattern prevented further deterioration in rail surface conditions and produced no measurable wear over a sixteen-week period, during which 18 MGT of traffic passed over the rail.  The use of CIGGT's pattern in a modified grinding program involving one grinding pass every four months may have the best potential for significant track maintenance cost savings.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/266458</guid>
    </item>
    <item>
      <title>A NEW THEORY OF RAIL-WHEEL INTERACTION</title>
      <link>https://trid.trb.org/View/204787</link>
      <description><![CDATA[Nature has clearly distinguished the complex rail-wheel interaction zone by endowing it with very high frequency vibrations of such order that the magnitude is 100 to 1,000 times more than those obtained in other linked masses like ballast or vehicle suspension.  This is taken advantage of in formulating a simple hypothesis from fundamental principle of physics and vibrating masses, to estimate dynamic wheel load variations at the wheel rail interacting zone and is validated by comparing with actual field data available involving diverse vehicles starting from 4-wheel and 8-wheel freight stock to diesel and electric locomotives on different track structures.  The theory takes into account rail and sleeper masses, their connectivity, the dimension of contact area, the rail top radius and wheel radius and the wheel load along with speed but overlooks vehicle suspension characteristics as well as ballast and formation characteristics.  Using the theory the coefficient of dynamic component and high accelerations in rail in case of TGV train of SNCF at 300 km/h are predicted and shown to agree fairly well with values obtained in the field.  The transient but heavy peak loads recorded by JNR for their 951 type train at 210 km/h as also their reduction is also their reduction is also explained.  A parametric study is done using the theory to show that lightly loaded coaching stock may become critical at speeds in excess of 110km/h on tracks not provided with elastic fastenings.]]></description>
      <pubDate>Fri, 28 Sep 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204787</guid>
    </item>
    <item>
      <title>RAIL-HEAD PROFILE RESTORATION BY PLANING AND GRINDING</title>
      <link>https://trid.trb.org/View/201900</link>
      <description><![CDATA[Severe rail-head wear calls for removal of appreciable metal to restore a running service profile and Plasser & Theurer's rail-planing machine SBM 200 is ideal for transposing rails in curves and planing "in situ" to reclaim rails previously disgarded as scrap.  Futhermore the newly-introduced GWM 220 rail-grinding machine using oscilating stones is introduced for eradicating corrugations under service conditions.  Accurate restoration of rail running-surfaces is ever more essential with sophisticated wheel-tread profiles as is the need to monitor for wear, also included in GWM 220 formation.]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201900</guid>
    </item>
    <item>
      <title>EVALUATION OF RAIL HEAD SURFACE CONFIGURATION VIEWED FROM WHEEL LOAD VARIATION</title>
      <link>https://trid.trb.org/View/202343</link>
      <description><![CDATA[In high speed railway operations, wheel load variation is thought to originate primarily from the forced vibrations due to relations between longitudinal rail head surface and wheels supported by track spring.  Effective measures for decreasing it include decreasing the unsprung mass and controlling the wheel surface on the vehicle side, softening the track spring and controlling the rail head surface configuration on the track side.  This paper reports on a study of the rail head surface configuration and evaluates it from the point of view of wheel load variation.  It points out sections which require maintenance and certifies the effect of the measures taken.]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202343</guid>
    </item>
    <item>
      <title>FURTHER ADVANCES IN SPENO RAIL-HEAD PROFILE-GRINDING INCORPORATING CLOSER CONTROL</title>
      <link>https://trid.trb.org/View/195131</link>
      <description><![CDATA[Madrid Metro placing in service two Speno URR 16P grinding units suited for below-ground duties and SAR to shortly introduce routine rail profiling with four-wagon Speno-grinding trains following lengthy survey using Speno SC 805 recorder.  An appreciation of conditions conducive to rail corrugations.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195131</guid>
    </item>
    <item>
      <title>HEAVY-HAUL TRACKS MAY ACCEPT 35 TONNE AXLELOADS</title>
      <link>https://trid.trb.org/View/172956</link>
      <description><![CDATA[At a time when the continued acceptance of 30 tonne axleloads is being seriously questioned in North America, it may seem surprising that unit train operators in Australia are considering a move upwards from 30 tonnes, possibly to 35 tonnes.  The confidence of such experienced heavy-haul operators as Hamersley Iron and Mt Newman Mining in their ability to raise axleloads without facing technical disaster stems from the results of an on-going research programme being conducted by the Melbourne Research Laboratories of BHP.  It is already clear that correct matching of wheel and rail profiles is critical, while manufacturing and tolerances of track components and consistent maintenance of track geometry are also important.]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172956</guid>
    </item>
    <item>
      <title>PERMISSIBLE LIMIT VALUES FOR THE Y AND Q FORCES AND DERAILMENT CRITERIA. PERMISSIBLE MAXIMUM VALUES FOR THE Y AND Q FORCES FROM THE POINT OF VIEW OF RAIL STRESSES AS A FUNCTION OF DIFFERENT PARAMETERS</title>
      <link>https://trid.trb.org/View/15590</link>
      <description><![CDATA[Using the calculation methods described in C 138/RP 2 and in Technical Document DT 104, the influence of the vertical and horizontal stiffness of the track, the sleeper spacing, adjacent axles and rail profile has been shown by means of isobars.  The calculation results have been compared with measurements.  Other parameters influencing the permissible maximum values for the Y and Q forces are mentioned.]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15590</guid>
    </item>
    <item>
      <title>EXACT THEORY OF THE MOTION OF A SINGLE WHEELSET MOVING ON A PERFECTLY STRAIGHT TRACK</title>
      <link>https://trid.trb.org/View/167130</link>
      <description><![CDATA[The paper deals with a problem in the field of railway dynamics: the motion of a single wheelset on a perfectly straight and rigid track for any arbitrary profiles of rail and tire.  The exact equations of motion are shown and their derivation is discussed.]]></description>
      <pubDate>Thu, 09 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167130</guid>
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