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    <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" />
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    <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>
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    <item>
      <title>AUTOMATED WHEEL INSPECTION STATION</title>
      <link>https://trid.trb.org/View/481480</link>
      <description><![CDATA[This Innovations Deserving Exploratory Analysis (IDEA) project developed an automated railroad wheel profile inspection system that uses laser scanning techniques in the automatic measurement of wheel flange angles as trains pass over it.  The prototype system demonstrated the ability to produce a digital profile of a cross section of the wheel coupled with standard wheel wear measurement data, including flange thickness and flange height. Also, rim thickness measurement has been demonstrated and can be easily gathered through the inclusion of a second set of sensors.]]></description>
      <pubDate>Wed, 26 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481480</guid>
    </item>
    <item>
      <title>CONSTRUCTIONAL ARRANGEMENTS FOR IMPROVING THE RIDING STABILITY AND THE GUIDING QUALITY OF ELECTRIC AND DIESEL LOCOMOTIVES AND VEHICLES. MEASUREMENTS OF THE FORCES EXERTED ON THE RAILS BY VARIOUS TYPES OF MOTIVE POWER UINTS (MEASURED IN A CURVE OF 300M RADIUS AT GIORNICO)</title>
      <link>https://trid.trb.org/View/14933</link>
      <description><![CDATA[In 1955 the CFF decided to intitiate investigations in order to determine by means of experiments the extent of the wear to which the track would be subjected in a curve of 300 m radius by the then newly developed locomtive types of the series Ac 4/4 (BoBo) and Ae 6/6 (CoCo).  The measuring rail working according to the Schlumpf system was used as measuring apparatus.  The results of these measurements have shown that the modern bogie locomotives subject the track to less wear at the same speed (BoBo) or to hardly any heavier wear (CoCo) than the rigid frame locomotives of not so recent date.  Following the tests which had been made at the suggestion of the Working Group "Measurements on the track" of the B 10 Specialists Committee, for the comparison between three different measuring methods (see B 10 RP 4), arose the possibility of repeating the tests made in 1955.  The measuring rail was again used as measuring apparatus, as it had been done for the tests made in 1957, but the tests included a larger number of locomotive types and a considerable versine error was intentionally arranged in the test track.  The tests made in 1957 have confirmed the fundamental results of 1955, moreover they have shown that 1) a transverse coupling between the bogies and 2) the lateral movement of the rubber cushioned leading axles of the CoCo locomotives considerably reduce the forces exerted on the track.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14933</guid>
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    <item>
      <title>CONSTRUCTIONAL ARRANGEMENTS FOR IMPROVING THE RIDING STABILITY AND THE GUIDING QUALITY OF ELECTRIC AND DIESEL LOCOMOTIVES AND VEHICLES. COMPARISON OF THREE MEASURING METHODS FOR DETERMINING THE FORCES EXERTED BY THE WHEELS OF A MOTIVE POWER UNIT ON THE RAILS IN A CURVE OF 300M RADIUS (GIORNICO 1957)</title>
      <link>https://trid.trb.org/View/14932</link>
      <description><![CDATA[In order to make a comparison between the measuring methods developed by the NS and the SJ for determining the forces occurring between wheel and rail, comparative tests were carried out on a curve of 300 m radius on the Gothardline in October 1957.  For these tests the following measuring apparatuses were used: one measuring rail of the CFF; six measuring base plates of the NS; six measuring base plates of the SJ.  For an initial series of tests, the measuring rail was laid on six adjacent sleepers fitted with the measuring base plates of the NS and, for a second series of tests, on six adjacent sleepers fitted with the measuring base plates of the SJ.  The measuring rail was secured to the other sleepers by means of the usual CFF fastenings.  The forces indicated by the CFF measuring rail on the one hand and by the NS measuring baseplates and the SJ measuring baseplates on the other hand, were determined at various speeds and compared with each other. Considerable differences were shown by the lateral forces determined in this way, by means of the measuring rail and the measuring baseplates of the NS and the measuring rail and the measuring baseplates of the Sj, respectively.  Better agreement was displayed by the vertical forces, though, in this case, comparison was only possible between the measuring rail and the measuring baseplates of the NS (the measuring baseplates of the SJ not being designed for the measurement of the vertical forces).  The considerable differences between the measured values were considered to have been caused chiefly by the mutual influence of the measuring rail and the measuring baseplates of the NS and the measuring rail and the measuring baseplate s of the SJ respectively, on each other.  Since the test arrangement used at Giornico - measuring rail laid on measuring baseplates - did not prove satisfactory, it is suggested, when making comparative tests in the future, to have the three methods of rail measuring equipment arranged at adjacent sites on a curve.  The relationship between the values supplied by the three measuring methods should be established with the aid of a fourth measuring method, e.g. by means of directly measuring on the wheel of the vehicle under test the forces exerted on the rails (as already developed by the SJ to a certain degree of perfection).]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14932</guid>
    </item>
    <item>
      <title>CONSTRUCTIONAL ARRANGEMENTS FOR IMPROVING THE RIDING STABILITY AND THE GUIDING QUALITY OF ELECTRIC AND DIESEL ENGINED LOCOMOTIVES AND VEHICLES. REPORT ON TESTS MADE ON THE LOCOMOTIVE 1141.04 OF THE AUSTRIAN FEDERAL RAILWAYS (OBB)</title>
      <link>https://trid.trb.org/View/15309</link>
      <description><![CDATA[At the time that the Specialists Committee B 10 started its work and drew up its Work Programe, the Austrial Federal Railways were preparing tests on their locomotive Testing Department of the DB.  At the request of ORE the test programme was expanded in such a manner that two parameters, appearing on the test-programme of the committee, could be examined, namely the lateral flexibility of the bogie and the application of a transverse coupling between the bogies. Similar tests were carried out by the Societe Nationale des Chemins de fer francais on the same type of locomotive (SNCF BB 9002), but within a different speed range.  Measurements were made of the transverse forces between axles and axle bearing and the relative movements of the constructional parts of the locomotive.  It appeared from the tests, that none of the variations of parameters tested was superior with regard to the lateral forces between axle and axle bearing.  This result is so surprising that no general conclusions should be drawn without further tests.  Tests on a third locomotive of the same type are being planned.  In order to examine the influence of the transverse coupling on the wear of wheel flanges, tests are being carried out on six locomotives, three of which are equipped with a transverse coupling, the other three being without one.  The results of these measurements will be published as soon as they come to hand.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15309</guid>
    </item>
    <item>
      <title>MUTUALLY PERMISSIBLE WEAR PROFILES OF WHEEL TYRES AND OF POINTS AND CROSSINGS</title>
      <link>https://trid.trb.org/View/15031</link>
      <description><![CDATA[The danger of derailment caused by a "sharp flange" while running through the typical switch-points of the various Administrations has been dealt with in the present report. The parameters which are involved are mentioned, although their relative importance, in a quantitative sense, has still not been completely worked out.  The replies received in answer to a questionnaire make it possible to state that, as a rule, there does not exist any very accurate definition of a sharp flange.  The degree of danger of derailment represented by such a flange also does not seem to be defined.  Although several Administrations possess check-gauges developed on the basis of the principles set forth in this report, the scope of the present study would be exceeded if we were to seek already a synthesis.  However, due to the free circulation of railway stock across the frontiers, it seems necessary to establish a common criterion in order to avoid, in the future, difficulties and misunderstanding at these frontier points.  These misunderstandings are troublesome from the technical aspect and are also harmful to a flexible railway operation.  A possible way has been sought by modifying the shape of the tongue and thus to arrive at a solution eliminating the danger of derailment.  It is impossible however to formulate final solutions at this time because such a solution will, in all probability, be linked with the actual design of the tongues and stock-rails of the points.  Moreover, it seems necessary to study in greater detail the dynamic equilibrium of the forces and of the instantaneous values of the friction coefficients.  Before being able to propose a modification of the points, numerous factors have to be considered.  A study of all these other problems would exceed the scope of a report of enquiry.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15031</guid>
    </item>
    <item>
      <title>NON-LINEAR SPATIAL WHEEL SUSPENSION KINEMATICS. KINEMATIC AND DYNAMIC INVESTIGATION WITH THE MESA VERDE PROGRAM SYSTEM</title>
      <link>https://trid.trb.org/View/305353</link>
      <description><![CDATA[The kinematics of modern wheel suspensions are predominantly highly non-linear and spatial.  Such suspensions also have the structure of kinematic loops. Before motion equations can be given for dynamic tests, it is necessary to fully describe the kinematics of the system.  At this point, present computer programs for simulating multi-body systems frequently require a great deal of manual help from the user, whereas the symbolically operating MESA VERDE program system makes it possible to handle such structures almost fully automatically.  The example of a McPherson front wheel suspension system including the steering kinematics serves to illustrate numerical tests based on the method described.]]></description>
      <pubDate>Sat, 30 Jun 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/305353</guid>
    </item>
    <item>
      <title>RUNNING A RAILWAY VEHICLE ON TRACK WITH SMALL RADIUS CURVES</title>
      <link>https://trid.trb.org/View/218265</link>
      <description><![CDATA[The object of this study is to establish a mathematical model for calculating the position of a truck on a curve of small radius and estimating the wheel-rail guiding force under controlled running conditions.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218265</guid>
    </item>
    <item>
      <title>POSSIBILITY OF DIRECT MEASUREMENT OF THE PRESSURE FROM THE WHEEL FLANGE</title>
      <link>https://trid.trb.org/View/270290</link>
      <description><![CDATA[Starting from an historical analysis of the progress in experiments on wheel-rail interaction, the possibility has been demonstrated of creating a measuring-rail to record the lateral force exerted by the wheel-flange in a curve or, in case of lateral instability, independently of the transversal forces exerted on the rolling surface.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270290</guid>
    </item>
    <item>
      <title>ALGORITHMS AND PARAMETRIC STUDIES FOR ASSESSING EFFECTS OF TWO-POINT CONTACT</title>
      <link>https://trid.trb.org/View/201111</link>
      <description><![CDATA[This report describes analyses conducted to assess the effects of two-point wheel rail contact on a single wheel on the prediction of wheel-rail forces, and for including these effects in a computer program for predicting curving behavior of rail vehicles.  This condition exists for conventional wheel profiles when the wheel is in flange contact with one point of contact being on the tread and the second on the flange.  The condition also exists and is particularly significant when conventional wheels come into flange contact or a restraining rail is used to prevent flange contact.  The analytical approaches in current use are reviewed and the predictions of computer programs using these approaches are compared to data obtained in recent tests conducted on track of the Washington Metropolitan Area Transit Authority in Washington, D.C.  The analyses are incorporated into computational algorithms and a computer program for predicting wheel rail forces in curve negotiation.  The program is applied to development of curving force predictions for a typical transit car operating over track with and without restraining rail.  This work has indicated that significant reductions in wheel-rail wear and train resistance in curves would probably be available from wheel profiles which give only a single point of contact with the rail.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201111</guid>
    </item>
    <item>
      <title>RADIAL AXLE TRUCK TEST RESULTS REPORT</title>
      <link>https://trid.trb.org/View/191189</link>
      <description><![CDATA[This report describes the performance tests conducted on a pair of prototype radial axle trucks developed by GSI.  The trucks tested were purchased from GSI by Amtrak and tested by FRA as a joint FRA/Amtrak project.  The results of this test show that, as configured for this test, the trucks negotiated curves very well but did not have adequate high speed stability.  The truck ran in curves up to 7.5 degrees with near zero wheel to rail angle-of-attack and exhibited no flange wear.  Conventional trucks incurred significant flange damage from the constant operation at speeds above the balance speeds for the zero degrees 50 minutes curves on the test center RTT track.  The radial trucks appeared to have adequate stability at speeds up to 120 mph when the wheels were new but the wheel profiles deteriorated within 10,000 miles.  Wheel wear caused deterioration in the stability resulting in severe oscillations of the axles.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/191189</guid>
    </item>
    <item>
      <title>LIMITING FORCES ON TRANSIT TRUCKS IN STEADY-STATE CURVING</title>
      <link>https://trid.trb.org/View/177423</link>
      <description><![CDATA[This study develops conservative bounds on wheel/rail forces and flange forces for several types of rigid and flexible trucks in steady-state curving conditions. The approximate analysis presented provides closed-form relations for estimating forces, truck angle of attack, creep force saturation and sliding conditions as a function of truck geometry and track parameters. The wheel profiles are modeled by conical wheel treads with vertical wheel flanges. Limiting case transit truck configurations are analyzed to provide comparison of the benefits achievable in curving performance from modification of truck geometry.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/177423</guid>
    </item>
    <item>
      <title>A THEORY OF WHEELSET FORCES FOR TWO POINT CONTACT BETWEEN WHEEL AND RAIL</title>
      <link>https://trid.trb.org/View/186798</link>
      <description><![CDATA[This paper describes a quasistatic theory of wheelset forces for an important practical case of the wheelset rolling when one of the wheels touches the rail in two contact zones. One of these zones lies on the tread and the other on the wheel flange. For such contact the specific problem of finding the distribution of forces between the tread and flange arises. The simultaneous frictional rolling contact problems for both contact zones have been described with Kalker's non-linear theory and wheelset equilibrium equations. The numerical results presented are for an individual wheelset on straight track, the distribution of forces being described for a wide range of loading conditions. The influence of steering on the distribution of forces has also been presented. This theory can be easily extended for quasistatic curving of railway vehicles and may assist wear studies for vehicles with worn wheels.]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186798</guid>
    </item>
    <item>
      <title>MEASUREMENT OF WHEEL/RAIL FORCES AT THE WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY. VOLUME II. TEST REPORT</title>
      <link>https://trid.trb.org/View/162242</link>
      <description><![CDATA[Measurements of wheel/rail forces were made in August 1979 by the Transportation Systems Center (TSC) with the assistance of Battelle Columbus Laboratories to determine the causes of excessive wheel/rail wear experiences by the Washington Metropolitan Area Transit Authority (WMATA) Metrorail System during its first three years of operation. In addition to measuring the absolute magnitude of the wheel/rail forces, it was the intent to compare alternative methods for relieving wheel/rail wear at WMATA and other transit properties. Measurements of the wheel/rail forces were made at the Washington National Airport Test Site and the Brentwood Shop Test Site. This report describes the results of that effort. The study found that for tight gage, the average flange force between the leading outer wheel and the high rail of an 800-foot radius curve was 9400 pounds, unworn cylindrical profile; 6300 pounds, unworn tapered profile; and 7900 pounds, worn cylindrical profile. For widened gage, the average flange force was 6300 pounds, unworn cylindrical profile and 5500 pounds, unworn tapered profile. On the basis of these results, it was recommended that cylindrical wheels be replaced by tapered wheels and tight gage curves be widened to standard gage.]]></description>
      <pubDate>Fri, 11 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162242</guid>
    </item>
    <item>
      <title>ANALYSIS OF WHEEL/RAIL FORCE AND FLANGE FORCE DURING STEADY STATE CURVING OF RIGID TRUCKS</title>
      <link>https://trid.trb.org/View/162243</link>
      <description><![CDATA[The wheel/rail dynamics interaction project being conducted as part of this program is directed toward reduction of maintenance costs and wheel/rail noise while providing acceptable ride quality and safety. This report describes the development of a simple analysis procedure for estimating the conservative bounds for the wheel/rail forces and flange forces resulting from the curve negotiation of a rigid two-axle truck. The approximate analysis presented provides closed form relations for estimating wheel/rail forces, flange forces, truck angle of attack, and sliding conditions for this type of truck as a function of curve radius. The wheel profiles are modeled by conical wheel treads with vertical wheel flanges and flange friction effects are included.]]></description>
      <pubDate>Fri, 11 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162243</guid>
    </item>
    <item>
      <title>STATISTICAL ANALYSIS OF WHEEL DERAILMENT PROBABILITY BASED ON THE DERAILMENT COEFFICIENT</title>
      <link>https://trid.trb.org/View/164904</link>
      <description><![CDATA[The probability of wheel climb commencing is calculated using Nadal's formula as a basis.  In particular, the functional form of Nadal's formula is maintained with normal probability density functions used to describe the two arguments in Nadal's formula, namely contact plane angle and coefficient of friction at the contact point.  The theoretical value of the probability of wheel climb commencing for a given lateral/vertical force ratio value at the wheel flange-railhead interface is then compared with experimental results for positive angles of attack, yielding good agreement for one contact plane angle. Theoretical results for negative angles of attack are generated for several cases.]]></description>
      <pubDate>Thu, 09 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164904</guid>
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