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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>Railways 2011, Including 2011 Thomas B. Deen Distinguished Lecture</title>
      <link>https://trid.trb.org/View/1133848</link>
      <description><![CDATA[This issue contains the 2011 Thomas B. Deen distinguished lecture on the future of railroads and 20 other papers concerned with the following aspects of railways:  economic impacts of high-speed rail for Great Britain; economic impacts of intercity passenger rail service; cluster analysis of intercity rail passengers; high-speed railways in Spain; hierarchical network model of high-speed rail operation; fire development and spread in passenger rail vehicles; geometry of high-speed turnouts; cost-benefit analysis of urban rail projects; value of time influence on profitability of railway projects; expanding Alaska-Canada rail; midwest rail study of emissions of fine particulates from railyard activities; risk management of railroad transport of hazardous materials; train delay and economic impact of in-service railroad failures; estimation of intermodal rail cost; noncontact ultrasonic guided-wave system for rail inspection; railroad wayside defect detectors; track maintenance of heavy haul railways; maintenance decisions related to rail track geometry; evaluation of railroad ballast performance; and analysis of derailments.]]></description>
      <pubDate>Wed, 07 Mar 2012 11:26:50 GMT</pubDate>
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      <title>Investigation of the behaviour of selected ultrasonic guided wave modes to inspect rails for long-range testing and monitoring</title>
      <link>https://trid.trb.org/View/1107367</link>
      <description><![CDATA[Long-range ultrasonic testing (LRUT) uses guided waves in the kilohertz range to inspect many metres of an elongated component from a single point of access. This has considerable advantages for the rapid testing of long lengths for the detection of potentially harmful defects. This technique is well developed for structures that have a simple geometry, such as plates, rods, and pipes. However, this is a relatively new technology, and there is still much to learn about the behaviour of guided waves and their application in complex structures, such as railway rails. The aim of this work was to identify suitable ultrasonic-guided wave modes that can detect common types of defects in each part of a rail (i.e., the head, web, and foot). The investigation was carried out using finite-element analysis and was validated experimentally. The findings of this research demonstrated the ability to detect transverse defects as small as 2 mm and 5 mm in the head and foot, respectively.]]></description>
      <pubDate>Thu, 21 Jul 2011 10:07:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1107367</guid>
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    <item>
      <title>Trials Start with Non-Contact Rail Inspection</title>
      <link>https://trid.trb.org/View/804663</link>
      <description><![CDATA[U-Rail is a non-contact rail inspection system developed by Tecnogamma and the Transportation Technology Center, Incorporated.  U-Rail, a laser based system which inspects rails from side to side, differs from conventional systems in that defects and contamination on the rail surface do not affect it.  A U-Rail prototype developed to inspect American Railway Engineering and Maintenance-of-way Association profile rails is currently undergoing evaluation.  The article discusses U-Rail's development and parameters.]]></description>
      <pubDate>Thu, 22 Mar 2007 14:55:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/804663</guid>
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    <item>
      <title>JAPAN'S RAIL SYSTEM: FAST TRACK TO FUTURE</title>
      <link>https://trid.trb.org/View/414816</link>
      <description><![CDATA[Over 30 years of operation, Japan's Tokaido Shinkansen high-speed rail line has transported 3.3 billion passengers with no fatalities. The line's safe operation can be linked to the following innovations: (1) The Automatic Train Control (ATC) system; (2) The Centralized Traffic Control (CTC) system; (3) A multipurpose inspection train; (4) A clearance confirmation car operates every night after completed maintenance work, to check rail conditions; and (5) A fail-safe system automatically stops the train if either ground equipment or the train itself sustains damage.]]></description>
      <pubDate>Mon, 30 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414816</guid>
    </item>
    <item>
      <title>TRACK INSPECTION ON THE L.N.E.R.</title>
      <link>https://trid.trb.org/View/6933</link>
      <description><![CDATA[A system of assessing numerically the condition of track is briefly described.  Track is evaluated for 10 different characteristics and awarded a maximum of 100 points for each.  A perfect score is 1000 -- average scores on the L.N.E.R range from 650 to 950.  Uniformity of assessment is essential: to this end the judgment of individuals of considerable experience of the system was pooled and a small nucleus was formed which trained others, who again became apostles to spread over a widening field the level of uniform discrimination.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6933</guid>
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    <item>
      <title>RAIL FLAW DETECTION BY UNTRASONIC BEAM</title>
      <link>https://trid.trb.org/View/11305</link>
      <description><![CDATA[The Audigage flaw detector, of Branson Instruments Inc. consists of a small-battery-operated ultrasonic frequency generator and receiver, carried in an 11-1/2-lb. pack on the operator's back, a crystal in a special holder on the end of a long handle, and a pair of headphones.  The crystal is applied to the head of the rail and the presence of a crack indicated by a lowering of the continuous tone produced in the headphones by a perfect rail.  In a cracked rail the wave is reflected by the flaw, and a change in tone--or loss of tone-- is produced in the headphones.  The nearer the crack to the head of the rail, the greater is the drop in frequency.  The instrument has been in use by London Transport for about three weeks, during which time some 15 miles of rail have been inspected with it.  Several minor defects which were not revealed by visual inspection were discovered in sections of rail covered by the fishplates.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11305</guid>
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    <item>
      <title>ULTRASONICS FOR PERMANENT WAY INSPECTION</title>
      <link>https://trid.trb.org/View/11248</link>
      <description><![CDATA[A portable ultrasonic flaw detector known as the Sonirail is easily operated, and simple to adjust.  The electronic apparatus, enclosed in a metal box, is connected to a probe stick which the operator slides on the rail.  Indications are given audibly by means of a built-in loudspeaker, supplemented by visual signals on a milliammeter.  An operator can identify common defects and estimate their size.  The equipment is particularly suited for checking at fishplates.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11248</guid>
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    <item>
      <title>ESTIMATING WEIGHTS OF RAILS IN THE TRACK</title>
      <link>https://trid.trb.org/View/6730</link>
      <description><![CDATA[The Railimeter measures rail in two directions simultaneously, and indicates the weight of the section in lb. per year by a pointer on a scale.  If side cutting is present, a reading from a side-cut gage is subtracted from the reading of the Railimeter.  Where the rail is galled it is of course necessary to displace the chair at the gall when measuring the weight of this section.  A chart estimating rail life based on the Railimeter reading is illustrated.  The results obtained with this instrument compare favorably with more laborious methods previously used.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6730</guid>
    </item>
    <item>
      <title>GAUGING THE USEFUL LIFE OF RAILS</title>
      <link>https://trid.trb.org/View/11351</link>
      <description><![CDATA[A device for determining the useful life of a rail is described.  This particular instrument requires no attachment to the rail as do many other devices.  The weight of the rail is read directly on a single scale. Also, a cross-section of the worn rail can be produced.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11351</guid>
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    <item>
      <title>MEASUREMENT OF RAIL HEAD WEAR</title>
      <link>https://trid.trb.org/View/6729</link>
      <description><![CDATA[A novel method of rail wear measurement is being used on the London Midland and Scottish Railway in order to compare rails of special composition or rails which have been specially treated to increase resistance to wear.  The apparatus is simple, and consists of a jig formed to the contour of the part of the rail to be measured, and a dial gauge reading to 0.5 in. by 0.001 in. graduations.  The actual gauging can be done at the rate of about one minute per section.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6729</guid>
    </item>
    <item>
      <title>MEASURED SHOVEL PACKING</title>
      <link>https://trid.trb.org/View/6858</link>
      <description><![CDATA[The packing of the track by the L.M.S.R. method of shovel packing is accomplished in three stages.  First, low places on the rail are measured by means of slighting boards; secondly, the depth of any voids there may be between the underside of the sleepers and the ballast when the track is unloaded is recorded on a series of Abtus voidmeters; and thirdly, the requisite amount of chippings, determined by the two measurements, is spread under the sleepers.  These stages are described in detail and photographers show the use of the sighting board, voidmeters installed on the track, and the spreading of clippings under the sleepers.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6858</guid>
    </item>
    <item>
      <title>RAIL FAILURE DETECTION IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/6518</link>
      <description><![CDATA[The major components of inductance, residual magnetic, and ultrasonic instruments for detection of flaws in rails are described.  The Association of American Railroads report for 1964 correlated the drastic reduction in service failures due to transverse defects with the success in controlled cooling of the rails during manufacture, although the number of failures detected using the above NDT methods remained fairly constant.  It was concluded that the $400,000 cost of the flaw detection services was well worth while in the USA, but could not be justified in the United Kingdom due to the use of different steel for the rails.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6518</guid>
    </item>
    <item>
      <title>140-LB. RAILS TO FINE GRAIN STEEL (ALUMINUM ADDED TO THE INGOT)</title>
      <link>https://trid.trb.org/View/7613</link>
      <description><![CDATA[The purpose of this test was to determine if inherently fine-grain steel will resist shelling better than rails of ordinary steel.  Frequent inspections of the test installation were made, and it was observed that the fine-grain and ordinary rails performed nearly alike.  In 18 months' time the flaking and head checks were much in evidence, and after two years of service, head checking and flaking were well advanced.  A derailment in November 1956 damaged three of the fine-grain rails.  A previous laboratory examination of the rails had revealed that the fine grain steel had practically the same mechanical properties as the coarse grain steel as measured by tensile tests and Brinnel hardness.  It was concluded that fine grain steel produced by addition of aluminum to the ingot as used in this test, offers no advantage for use in rails.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7613</guid>
    </item>
    <item>
      <title>RAILWAY ENGINEERING AND RADIOGRAPHY</title>
      <link>https://trid.trb.org/View/6872</link>
      <description><![CDATA[When X-rays penetrate a substance opaque to visible light they are partly transmitted, partly absorbed, and partly reflected or scattered, the amount of each depends on the substance and its thickness.  Substances of high density and atomic weight usually absorb X-rays to a much greater extent than those of light weight, for the latter tend to scatter the rays rather than absorb them.  An outline arrangement for taking a radiograph is shown.  In welds, unsoundness of the weld metal, imperfect penetration of the weld head and cracks in both bead and parent plate may be sought for.  In castings, any such defects as porosity, draws and hot tears are likely to be revealed.  Radiographs are shown of various welded and cast specimens.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6872</guid>
    </item>
    <item>
      <title>FLAME CLEANING OF RAILS</title>
      <link>https://trid.trb.org/View/7611</link>
      <description><![CDATA[The purpose of this test was to determine the possible advantage, effectiveness, and economy in flame cleaning of rails before the application of grease at rail ends for protection against corrosion.  The rail ends in four stretches of new rail totaling seven miles were flame cleaned before greasing.  Inspection made at the time of application and after seven years' service revealed that air cleaning and flame cleaning were equally effective. Under the circumstances of this test no advantage is shown for flame cleaning which is considerably more expensive than the usual method.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7611</guid>
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