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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>THE EFFECT OF PREVENTIVE GRINDING ON RAIL SURFACE SHELLINGS</title>
      <link>https://trid.trb.org/View/541036</link>
      <description><![CDATA[Rail surface defects called shellings or squats (referred to here as surface shellings) are a kind of rolling contact fatigue defect causing considerable maintenance cost including rail renewal not only on Shinkansen lines but also on narrow gauge lines.  Preventive grinding of rail head surface is currently most reliable and effective as a measure to reduce the occurrence of surface shellings.  However, since the effect of the preventive grinding is not made clear enough, it is of great interest to obtain the optimal grinding period and grinding amount (thickness from rail surface). In this paper the effect of the preventive grinding for Shinkansen rails is discussed on the basis of experimental results using a large rolling disc machine.]]></description>
      <pubDate>Wed, 18 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541036</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>THE RAILWAY TRACK: PRESENT STATE OF DEVELOPMENT AND FUTURE REQUIREMENTS</title>
      <link>https://trid.trb.org/View/211214</link>
      <description><![CDATA[The DB annually spends more than 100 million DM on the purchase of new rails for tracks and switches, of which rather more than half goes on the UIC 60 profile rails and the rest on S 54 rails.  Some 95 percent of all rails are of 90 A quality, the rest 110.  A reduction in internal rail stress and an increase in resistance to fracture are desirable, but procedures to this end that can be employed on a large scale are not available.  The phenomena of "shelling" and "head check" frequently occur on the outer rails in curves.  A reduction in the microscopic degree of purity--which contributes to this effect--is only possible by way of special treatment of the steel.  The occurence of rail corrugations is a phenomenon which changes in the material are practically unable to influence.  The evenness of the rails is measured automatically during vehicle passage.  Methods of automatically recording surface faults and for automatic dimensional checking are being developed at present.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211214</guid>
    </item>
    <item>
      <title>HIGH-STRENGTH PEARLITIC STEEL DOES WELL IN COMPARATIVE TESTS OF ALLOY RAILS</title>
      <link>https://trid.trb.org/View/160509</link>
      <description><![CDATA[Government-sponsored research into new types of rail alloys in West Germany embraced axleloads of 340 kN and 200 km/h speeds.  Rails at seven test sites were characterized by pearlitic and bainitic microstructures.  Although bainite has a high tensile strength, it is comparatively expensive because of alloying and annealing costs.  Other than for special applications such as switch points, high-strength pearlitic steels represent an economical solution where resistance to wear and shelling is important.]]></description>
      <pubDate>Tue, 30 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160509</guid>
    </item>
    <item>
      <title>25 YEARS OF HEAVY AXLE LOAD UNIT TRAIN OPERATION ON THE QUEBEC, NORTH SHORE AND LABRADOR RAILWAY</title>
      <link>https://trid.trb.org/View/147270</link>
      <description><![CDATA[The practical effects of heavy axle loads and high gross annual tonnages over a 640-km heavy-duty railroad with unit train traffic in the sub-arctic region of eastern Canada are discussed.  Particular emphasis is given to disportionate shortening of rail life which occurs with a relatively small increase in axle loading.  Major rail problems encountered are corrugation, shelling and horizontal split heads.  The effects of these defects are accentuated during the 6-month winter when temperatures of minus 50 deg C are experienced. The QNS&L must determine if present-day rail steels are being operated near to, or above their economic load limits. Constant ultrasonic and electromagnetic induction testing, plus two or more major rail grinding campaigns annually are essential in a strict track maintenance program for assuring safe and efficient operation of such a railroad.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147270</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF WEAR RESISTANT AND ANTI-SHELLING HIGH STRENGTH RAILS</title>
      <link>https://trid.trb.org/View/147281</link>
      <description><![CDATA[Recently Japanese rail manufacturers have been expected to develop two kinds of new rails: Wear resistant rails for foreign heavy load railways and anti-shelling rails for high speed railways, Shinkansen in Japan.  As to the former ones, laboratory works and field tests have proved that high tensile rails with fine pearlitic structure are exceedingly wear resistant.  Alloy or slack quenched rails meet this demand and are being manufactured in quantities.  Concerning the latter, the first field test is being carried out on four new types of rails, manufactured and laid in Shinkansen for trial.  On the other hand, rolling contact fatigue test has shown that steels with higher carbon content and fine pearlitic structure are also excellent in anti-shelling property.  A newly developed head-hardened rail possessing fine pearlitic structure is expected to meet these demands. We are now making efforts to improve the weldability of this rail by small addition of alloying elements.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147281</guid>
    </item>
    <item>
      <title>AN INVESTIGATION ON CONTACT FATIGUE AND WEAR RESISTANCE BEHAVIOUR IN RAIL STEELS</title>
      <link>https://trid.trb.org/View/147291</link>
      <description><![CDATA[A rolling contact fatigue test was conducted to investigate the influence of load and slip on contact fatigue behavior. As load or slip increase, the onset of linear cracking and spalling (analagous to rail shelling) occurs more rapidly, while crack angle decreases and depth of spalling increases. The depth at which crack propagates corresponds to the hardness distribution under the contact surface.  Wear resistance of rail steels is shown to depend mainly on distribution, shape and size of carbide in microstructure.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147291</guid>
    </item>
    <item>
      <title>STRESS DISTRIBUTION ON SURFACE OF LOADED R-65 RAIL</title>
      <link>https://trid.trb.org/View/85725</link>
      <description><![CDATA[Results are presented of an investigation by the tensometric method of the distribution, magnitudes, and signs of the stresses on the surface of an R-65 rail under load.  The points of possible fatigue rupture are indicated.]]></description>
      <pubDate>Fri, 11 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85725</guid>
    </item>
    <item>
      <title>PROPAGATION OF SURFACE PERTURBATIONS IN RADIALLY LOADED WHEELS ROLLING OVER EACH OTHER</title>
      <link>https://trid.trb.org/View/80734</link>
      <description><![CDATA[Rolling test-rig trials were conducted in which railway wheel sets ran under normal load without slip and at constant speed upon rail profiled wheel sets.  The wheel sets experienced occasional interference owing to the occurrence of periodic pitting or grooving in the running surfaces.  In every case the mating wheels indicated an equivalent number of wear periods.  Although of equal periodic length, the wear phenomena were of varying character such that they could not have been due to a reciprocal pressure process.  It was demonstrated that the length and pitch of the wear periods could be explained as being due to surface wave pulses of propagation velocity c = 2950 m/s circulating on both wheels.  Relations between wheel diameters, running speed and velocity c were formulated, under which (at adequate load application) periodic pitting or grooving could be expected to occur in the contact area.  The surprising recurrence of extremely minute wear pits of less than 1 mm in size and the occurrence of pits and grooves at equidistant lateral intervals led to the assumption that, generally, interaction between acoustic emission and pitting can occur, in the course of which "coherent" ultrasonic waves are induced.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80734</guid>
    </item>
    <item>
      <title>DAMAGE ON RAILS AND SWITCHES</title>
      <link>https://trid.trb.org/View/72073</link>
      <description><![CDATA[An investigation of the damage on railroad rails and switches shows that the most frequent damages are fatigue fractures in the form of shelling of inner edges and transverse fractures.  Since the conventional high-strength rails are no longer adequate for tracks subjected to great stresses, new special-quality rails with a yield strength greater than 600 N/sq mm were developed and have already been used with success.]]></description>
      <pubDate>Wed, 29 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72073</guid>
    </item>
    <item>
      <title>USING ULTRASONICS TO CHECK RAILS TAKEN FROM THE TRACK</title>
      <link>https://trid.trb.org/View/65248</link>
      <description><![CDATA[Growing freight traffic density and higher axle loads and train speeds have increased rail shelling, chips, diagonal cracks and transverse fatigue cracks in rails; these now account for 70 to 84 percent of all rail head defects. Before such rails are used for relay purposes or for welding, rail head defects must be detected.  This article discusses the advantages and shortcomings of existing and newly developed ultrasonic probes which may be used after rail has been removed from track for possible reuse.  The standard equipment and procedure are described.]]></description>
      <pubDate>Thu, 01 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65248</guid>
    </item>
    <item>
      <title>RAIL FATIGUE PHENOMENA</title>
      <link>https://trid.trb.org/View/59791</link>
      <description><![CDATA[Mechanical, dimensional and chemical characteristics of the DR's Russian-made S 49 and R 65 rails, and description, according to the Russian documentation referred to in the text, of wear phenomena in these rails: oval flaw, flaking and cracking.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59791</guid>
    </item>
    <item>
      <title>WEAR STUDIES FOR STEEL WHEEL AND RAIL. I. MECHANISMS AND QUALITATIVE ANALYSIS</title>
      <link>https://trid.trb.org/View/56671</link>
      <description><![CDATA[The report describes some of the recent work done at I.I.T. to understand the mechanisms of wear between wheel and rail, and is based on experiments conducted on the 1:4.5 I.I.T. wheel-rail simulation facility which is briefly discussed in the report. Tests were carried out to establish the effects of load and friction coefficient on wear rate. Techniques were developed to collect and analyze data on wear particles and wear tracks under the scanning electron microscope. Surface finish measurements were also carried out as a function of these parameters. The flake type wear particles obtained in all the tests were explained in terms of a delamination process originating from subsurface crack nucleation and coalescence. A number of SEM photographs are included to support the qualitative analysis presented.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56671</guid>
    </item>
    <item>
      <title>BEHAVIOR OF RAIL HEAD METAL WHEN SUBJECTED TO FATIGUE</title>
      <link>https://trid.trb.org/View/59184</link>
      <description><![CDATA[Complete calculation of the cycles of stresses produced in the rail head by a wheel going over it is a way of establishing the influence of the various running parameters on the behavior of the rail head metal when subjected to fatigue.  Such calculations were carried out by using a recently developed fatigue criterion valid for complex cycles.  It is thus possible to attack the problem of establishing nonempirically the permissible load in relation to wheel diameter.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59184</guid>
    </item>
    <item>
      <title>EFFECT OF HEAVY CARS ON RAIL</title>
      <link>https://trid.trb.org/View/59219</link>
      <description><![CDATA[The basis for Union Pacific's decision that 125-ton cars on four-axles have exceeded the wheel loads which track can sustain is illustrated.  The rail head steel is stressed beyond its elastic limit by such cars and plastic flow ensues.  The author says that rail life decreases exponentially as wheel loads are raised.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59219</guid>
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