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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>PRINCIPLES OF SIMILITUDE FOR SOIL-VEHICLE MODELS</title>
      <link>https://trid.trb.org/View/123621</link>
      <description><![CDATA[THE DEVELOPMENT OF A RUNNING GEAR FOR OFF-ROAD VEHICLES REQUIRES EVALUATION IN THE FORM OF HARDWARE AT SOME STAGE. ONE METHOD IS TO MANUFACTURE A FULL SCALE PROTOTYPE AND TEST IT ON CONTROLLED SOIL CONDITIONS IN THE FIELD. A CHEAPER PROCEDURE IS TO EVALUATE THE MOBILITY CHARACTERISTICS OF RUNNING GEAR AT MODEL SIZE IN A SOIL BIN IN THE LABORATORY. THE SUCCESSFUL USE OF MODELS DEPENDS ON A KNOWLEDGE OF THE SCALING LAWS OR PRINCIPLES OF SIMILITUDE BETWEEN MODEL AND PROTOTYPE. IN THIS PAPER AN ATTEMPT IS MADE TO SET DOWN THESE PRINCIPLES BASED UPON THE FUNDAMENTALS OF SOIL MECHANICS. FACTORS CONSIDERED ARE THE DYNAMIC SHEAR STRENGTH AND STRAIN RATE AS WELL AS SHEAR FORCE, INERTIAL FORCE, GRAVITY FORCE AND AIR RESISTANCE PER UNIT VOLUME OF SOIL. THE DYNAMIC SIMILARITY NUMBERS AND THE SCALING BY ADDING WATER OR CHEMICAL ADDITIVES AND SCALING UNIT STRAIN ARE CONSIDERED. /CGRA/]]></description>
      <pubDate>Wed, 16 Mar 1994 00:00:00 GMT</pubDate>
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      <title>LTV/SIG METROLINER TRUCK TEST. VOLUME I</title>
      <link>https://trid.trb.org/View/48859</link>
      <description><![CDATA[This report presents the test plan and results for Phase 2 tests of the LTV/SIG Metroliner Truck. Section 4.0 is the test plan which was submitted to DOT/FRA on September 5, 1974. The test plan was approved by DOT/FRA before testing began. It became necessary to amend test procedure during the test program. The changes in test procedure were approved by DOT/FRA during the course of testing, and those amended procedures are described in Section 5.0 which also presents test results. An Additional Running Test followed Phase 2 tests, and the results of Additional Tests are presented.]]></description>
      <pubDate>Wed, 17 Jun 1981 00:00:00 GMT</pubDate>
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      <title>LTV/SIG METROLINER TRUCK TEST. VOLUME II (SUSPENSION PARAMETER VARIATION TEST REPORT)</title>
      <link>https://trid.trb.org/View/48860</link>
      <description><![CDATA[An additional running test program of the LTV/SIG Metroliner trucks was conducted with the objective of defining suspension system characteristics. The tests were conducted on revenue tracks of the Penn Central Railroad in the Northeast corridor between Washington, D.C. and Hudson, N.J. Testing began on February 28, 1975 and ended on May 7, 1975. A test train comprised of snack bar coach 850 and the fleet car, snack bar coach 855, was operated for a distance of 3657 miles. Test operations were conducted on 18 days, and a total of 65 runs was made. Three hundred and sixty-eight tests were conducted within the 65 runs. Tests were conducted with 21 different suspension system configurations. The final suspension system, tuned for optimum ride quality, demonstrated that Car 850 had a ride superior to Car 855. Test data also showed that Car 850 had a lower onboard noise level than Car 855. Data obtained during the test were sufficient to generate a load spectrum for the trucks and components when operated under the current Metroliner speed profile. In addition, load-to-speed relationships were obtained for the trucks and components.]]></description>
      <pubDate>Wed, 17 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48860</guid>
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      <title>LTV/SIG METROLINER TRUCK. FINAL DESIGN REPORT</title>
      <link>https://trid.trb.org/View/48861</link>
      <description><![CDATA[The Vought Systems Division of the LTV Aerospace Corp. (LTV) in association with the Swiss Industrial Company (SIG) of Neuhausen Rhine Falls, Switzerland, has designed, manufactured, and tested the LTV/SIG Truck under contract to the Department of Transportation (DOT). The LTV/SIG Metroliner Truck design was derived from the SIG M-Type Truck. The primary design objective of the program, performed under contract to DOT, was to provide a truck having improved ride comfort at speeds to 160 mph for the Penn Central Metroliner route. The design features a welded steel frame and bolsters, a coil spring/bellcrank primary suspension, an air spring secondary suspension, and elastomeric components to minimize noise/vibration transmission. A worn wheel profile is used with its attendant advantages in wear and maintenance. Truck designs were completed to allow the use of either General Electric or Westinghouse propulsion systems. However, only the former configuration was completed through final assembly due to the unavailability of government-furnished Westinghouse traction equipment. Because most of the analysis and design was done in Switzerland, the metric notation is used extensively in this report.]]></description>
      <pubDate>Wed, 17 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48861</guid>
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    <item>
      <title>FRICTIONAL AND VIBRATORY BEHAVIOR OF ROLLING AND SLIDING CONTACTS</title>
      <link>https://trid.trb.org/View/9485</link>
      <description><![CDATA[Experimental investigations of the influence of rolling velocity, normal load and high-frequency normal vibrations on the traction/slip characteristics of rolling discs are described.  Major findings are:  (1) Measured creep coefficients are systematically lower by a factor of two to three than theoretically predicted ones.  (2) Given this discrepancy (which remains unexplained), the creep coefficients are insensitive to rolling velocity or normal vibrations.  (3)  The rolling friction coefficient ('adhesion') is insensitive to normal vibrations and rolling velocity, for reasonably clean surfaces, however, high rolling velocities tend to centrifuge contaminants onto the rolling surfaces from the sides of the discs.  (4) Traction does not decrease with increasing slip in the region of large slip, for reasonably clean surfaces.  (Modified author abstract)]]></description>
      <pubDate>Thu, 27 Sep 1973 00:00:00 GMT</pubDate>
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