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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>PROGRAMME FOR TECHNICAL RESEARCH INTO VERY HIGH SPEEDS</title>
      <link>https://trid.trb.org/View/5057</link>
      <description><![CDATA[A study of the areas which need to be researched for very high speed (up to 300 km/h) operation.  The S.N.C.F. program of research for such operation is listed, stability, aerodynamics and train resistance, braking, adhesion, running gear, safety equipment, infra-structure, traction systems and collection are each discussed in detail.  The problems, and possible solutions are also considered individually.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5057</guid>
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    <item>
      <title>THE DYNAMIC STABILITY OF RAILWAY VEHICLE WHEELSETS AND BOGIES HAVING PROFILED WHEELS</title>
      <link>https://trid.trb.org/View/11584</link>
      <description><![CDATA[The dynamic instability of railway vehicle bogies and wheelsets is caused by the combined action of the conicity of the wheels and the creep forces acting between the wheels and rails.  The instability is investigated in the important case where the wheels are profiled rather than purely conical.  Equations of motion are formulated and stability criteria obtained which indicate the effect of varying the various parameters of the system.  The nature of the motion at the critical speed is investigated and the mode of energy conversion between the forward motion of the vehicle and the lateral motion of the bogie or wheelset is explained.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11584</guid>
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      <title>VEHICLE RIDING CONVENTION</title>
      <link>https://trid.trb.org/View/11564</link>
      <description><![CDATA[The convention on interaction between vehicle and track convened by the Railway Engineering Group of the Institution of Mechanical Engineers consisted of four sessions at which 10 papers were read:  "An Appreciation of the Practical Problems--a Survey of the Problems and their Importance," "Some Observations on Linear Theory of Railway Vehicle Instability," "The Dynamics of Railway Vehicles on Straight Track:  Fundamental Considerations on Lateral Stability," "Dynamics of Railway Vehicles on Curved Track," "Hunting Problem of High-Speed Railway Vehicles with Special Reference to Bogie Design for the new Tokaido Line," "Track Parameters Static and Dynamic," "The Influence of Track Twist on Vehicle Design," "The Static and Dynamic Parameters of Railway Coaches."]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11564</guid>
    </item>
    <item>
      <title>THE EFFECT OF SUSPENSION DESIGN ON RAIL STRESSES</title>
      <link>https://trid.trb.org/View/6734</link>
      <description><![CDATA[The matching of spring stiffness and damper characteristics is discussed as an aid to improving riding and reducing rail stresses.  Dynamic wheel load due to spring deflection as a function of deflection distribution and damping factors for a 100-ton truck locomotive is illustrated.  The approximate dependence of the total wheel-load versus speed, which might be encountered in service, is plotted.  The effect of spring stiffness, mass ratio and bolster damping factors on body displacement relative to the ground, on the deflection of bolster springs, on truck frame displacement relative to the ground, and on the deflection of axlebox springs, are shown.  The theory that the stresses imposed on rails decrease inversely to wheel diameter is discredited.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6734</guid>
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    <item>
      <title>CARRIAGE AND RAILCAR BOGIES: THEIR DESIGN AND DEVELOPMENT--IV</title>
      <link>https://trid.trb.org/View/11550</link>
      <description><![CDATA[Design factors considered in this part include brake ratios; axle fatigue; adhesion, and P.D.  More effective braking will require ratios 1:1.5 to 2.2 of the tare weight, cut back to 0.8 at lower speeds.  A routine method of axle fatigue calculation indicating the influence of such design variables as fillet radii, type of vehicle, speeds, whether four-wheeler or bogie, and so on, relating to dynamic load allowance and other factors is long overdue.  Adhesion improvement through truck linkage to the body at low level requires care that bogie pitching will not cause high stress peaks at the kingpin or cause intense shuttle of the body.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11550</guid>
    </item>
    <item>
      <title>TRACTIVE RESISTANCE OF MODERN B.R. ROLLING-STOCK</title>
      <link>https://trid.trb.org/View/11575</link>
      <description><![CDATA[The effects of curved track, air resistance, transmission, torque distribution, car design, and welded track on tractive resistance are studied.  The tractive resistance for diesel-electric and diesel-hydraulic locomotives is shown.  From the data presented, it is concluded that designers must be concerned with the finer points of vehicle and track interaction in terms of static and dynamic track parameters, tire and rail design, flange to rail clearance and the matching of vehicle design features with the suspension and damping characteristics to reduce tractive resistance.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11575</guid>
    </item>
    <item>
      <title>MECHANICS OF WHEEL AND RAIL</title>
      <link>https://trid.trb.org/View/11264</link>
      <description><![CDATA[Tire-profiling tests undertaken in New South Wales to reduce oscillation resulted in an increase in the severity of the oscillations, which was directly traceable, not to the contact of the flange root with the edge of the rail, but of the steeply inclined portion of the tread adjoining the flange root.  This is a well-known characteristic of all worn or hollow tire profiles.  The objective of the tests was to defer the formation of the objectionable tread ramp near the flange in a worn tire.  The design specifically allowed that there should always be a portion of the root radius still available to contact the edge radius of the rail.  Diagrams representative of each of the tire contours and conditions of service are reproduced. In these diagrams, there will be noted a step developed after service at the junction of the flange root and the recess due to flange wear.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11264</guid>
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      <title>BOGIE DESIGN FOR ELECTRIC LOCOMOTIVES--1</title>
      <link>https://trid.trb.org/View/11496</link>
      <description><![CDATA[Methods are given for limiting transverse forces on the track, and stresses on the bogie and body.  The design concepts are discussed from the aspects of both wheel diameter and bogie oscillations.  The use of rubber as a cushioning medium is also described.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11496</guid>
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    <item>
      <title>ON THE TYRE PROFILE OF FREIGHTCAR WHEELS</title>
      <link>https://trid.trb.org/View/4897</link>
      <description><![CDATA[Adoption of the N-profile tyre wheels for double-link suspension freight cars has been decided upon.  Fundamental considerations in determination of wheel tyre and flange profile are as follows:  (1) high stability to hunting, (2) little wear due to running, (3) great safety against derailment.  The N-profile tyre proposed to meet this demand has been confirmed to be effective both theoretically and experimentally; it is going to be adopted in all two-axle freight cars of double-link suspension.  It is expected to make drastic cutdown of derailment cases of two-axle freight cars.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4897</guid>
    </item>
    <item>
      <title>ROLLER BEARINGS AND ROLLING STOCK DESIGN</title>
      <link>https://trid.trb.org/View/6887</link>
      <description><![CDATA[The author discusses the contribution of roller bearings to modern rolling stock design.  Dealing first with the application to steam locomotives, the use of roller bearings for diesel and electric locomotive, and various types of rail cars are then considered.  A major advantage of roller bearings in both starting and running modes is cited.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6887</guid>
    </item>
    <item>
      <title>RIDING AND WEARING QUALITIES OF RAILWAY CARRIAGE TYRES</title>
      <link>https://trid.trb.org/View/6798</link>
      <description><![CDATA[The article discusses testing begun in 1935 to study transverse wheel oscillation and to determine if any benefits might come to changing the 1 in 20 coned wheel to a cylindrical tread wheel.  The riding qualities of each wheel type were unique to that profile, but there was a marked influence by track upon wheel motion, at times when motion was controlled by track conditions.  The best riding occurred with the cylindrical profile in new conditions and a coning of 1 in 100 as a close second.  After much milage the riding factor was the same as the 1 in 20 coning in new condition.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6798</guid>
    </item>
    <item>
      <title>TESTS ON THE TRACK ON THE RIDING STABILITY AND THE GUIDING QUALITY OF VEHICLES BY MEANS OF A SPECIAL VEHICLE-RESULTS OF THE FIRST TRACK TESTS</title>
      <link>https://trid.trb.org/View/4392</link>
      <description><![CDATA[The report gives an account of the results of the tests made with the experimental bogie described in a previous report.  The first part of the report supplies data relating to four series of tests during which the various parameters of the bogie (lateral play between axle-box and axle, axle load) and also the riding speed were successively varied. These tests have made it possible to establish conclusions relating to the wave-length of the hunting movement, the amplitude of the transverse movements of the bogie and the maximum transverse forces occurring between bogie and axles. The second part of the report supplies data relating to the tests during which the wheelbase of the test bogie was varied.  The data obtained have permitted the establishment of some conclusions relating to the wave-length of the hunting movement, the transverse displacement of the bogie frame, the maximum angle of rotation of the bogie and the transverse forces.  The third part of the report contains an account of the results obtained during the tests, the object of which was to study the same magntiudes as those prevailing during the previous tests, the wheel tyres of the test bogie having however been machined in accordance with the wear profile "Muller No. 2".  All the tests were made on one and the same section, this being in an excellent state of repair and having a relatively constant gauge and chiefly consisting of straight track.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4392</guid>
    </item>
    <item>
      <title>RUBBER-CUSHIONED RESILIENT WHEELS FOR MAIN-LINE RAILWAYS</title>
      <link>https://trid.trb.org/View/6971</link>
      <description><![CDATA[Most types of rubber-cushioned resilient wheels, including those for tramways and for narrow-gauge railways, consist of three metallic discs.  Between these discs are placed either circular rubber blocks, positioned in one or two concentric rows, depending upon axleload, or a single pair of large rubber discs, which may be divided into segments.  The central metal disc is fixed either to the wheel or to the wheel hub.  Several applications of rubber-cushioned wheels, both on tramways besides main and secondary railway lines, have shown considerable reduction of maintenance costs for the mechanical parts and electric equipment, particularly collectors, because of the radial and tangential flexibility introduced by these wheels.  The reduction of the wear on tires and flanges with resilient rubber-cushioned wheels, must result in a corresponding reduction of the wear of the rails.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6971</guid>
    </item>
    <item>
      <title>THE DRAG OF RAILWAY CARS OF NEW DESIGN</title>
      <link>https://trid.trb.org/View/7555</link>
      <description><![CDATA[The air resistance characteristics of two train configurations, one of modern, conventional design and the other aerodynamically designed to reduce drag, were determined from train models.  The lower drag of the new design was due to the reduction in total surface area, to the important improvement in underbody design including the recessing of trucks and wheels, to the removal of the many appurtenances on the tops and sides of the cars, and the reduction of wake drag.  Not only was the absolute drag reduced, but the tests showed that the rate of change of drag with velocity was considerably less for the new design than for the conventional train.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7555</guid>
    </item>
    <item>
      <title>HEUMANN TYRE PROFILE TESTS ON BRITISH RAILWAYS</title>
      <link>https://trid.trb.org/View/6856</link>
      <description><![CDATA[A new tire profile, based on the studies of Prof. Heumann, was designed and is illustrated.  This tire profile should assist in ensuring good riding qualities, increase the resistance against derailment and this in turn should reduce tire and rail wear, and ensure a favorable wear pattern.  This can be done by ensuring one-point contact running and a gradual transition of the throat profile. The result of trials carried out with standard 32 ton British Railways coaches running on B4 type bogies with 3-ft. wheels, positive axle guides, 19-1/2 in. effectively long swing-links and helical springs throughout are shown. Ride index values during acceleration and wear patterns for the tires are given.  The tests have shown beneficial results, although further tests are needed.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6856</guid>
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