<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>DEVELOPMENT OF THE S1002 WHEEL PROFILE ON THE DB NETWORK</title>
      <link>https://trid.trb.org/View/15560</link>
      <description><![CDATA[During the period 1970 to 1976 contours were taken of the wheel profiles of intercity coaches used primarily on DB main lines.  By means of these contours it is possible to see how wear develops and ascertain its effect on riding.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15560</guid>
    </item>
    <item>
      <title>NONLINEAR WHEELSET DYNAMIC RESPONSE TO RANDOM LATERAL RAIL IRREGULATITIES</title>
      <link>https://trid.trb.org/View/26916</link>
      <description><![CDATA[The nonlinear equations of motion for a railway vehicle wheelset having profiled wheels and contact of the wheel flange with flexible rails are presented.  The effects of spin creep and gyroscopic terms are included.  The rails are considered to have random lateral irregularities which are described by prescribed power spectra.  The equations of motion are integrated numerically and the effects on the dynamic response of quantities such as speed, track roughness, wheel wear, flange clearance, and lateral stiffness of the rails are investigated.]]></description>
      <pubDate>Fri, 02 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26916</guid>
    </item>
    <item>
      <title>SOME RELATIONSHIPS BETWEEN DYNAMIC PERFORMANCE OF FREIGHT CAR TRUCKS AND WORN WHEEL TREAD</title>
      <link>https://trid.trb.org/View/40766</link>
      <description><![CDATA[Stability of flanged wheels on steel rails involves wheel tread and rail head contours.  But after 150 years of railroading, the merits of various tread profiles are still being debated.  To fix the importance of wheel profile on lateral stability of the freight car truck and riding qualities of the car, extensive tests were conducted by Southern Pacific on 89-foot flat cars used in container service.  It was found that wheel contours have overriding influence on truck stability.  While asymetrical wear patterns may develop from external influences, not all such uneven wear produces unstable operation.  Hollow treads seem to stabilize a wheel set.  Further investigations, assisted by computer analysis, are needed to understand the dynamic performance of car trucks as influenced by worn wheels.  Brake shoe wear has an influence on wheel wear which can affect wheelset stability but this is not understood fully.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/40766</guid>
    </item>
    <item>
      <title>WHERE TREADS MEET THE TRACK</title>
      <link>https://trid.trb.org/View/12796</link>
      <description><![CDATA[Road tests of various wheel contours conducted by a special Griffin Wheel Co test team are described. The setting for the test runs was a 20-mi stretch of Burlington Northern trackage leading north out of the road's rip track in North St Louis, Mo. Four new wheel profiles and two worn contours were tested during 13 days of the appraisal. Test car instrumentation recorded motions and accelerations during runs.]]></description>
      <pubDate>Thu, 14 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12796</guid>
    </item>
    <item>
      <title>AAR WHEEL OUTPERFORMS OTHERS</title>
      <link>https://trid.trb.org/View/18686</link>
      <description><![CDATA[Six treads -- the AAR standard, the standard with a drop-off taper, cylindrical with a drop-off taper, a modified Heumann contour, an unbalanced worn tread and a balanced worn tread -- were put through a battery of tests by Griffin engineers during a 13-day period last year.  Scene of the testing was a 20-mile stretch of Burlington Northern trackage.]]></description>
      <pubDate>Fri, 26 Apr 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18686</guid>
    </item>
  </channel>
</rss>