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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>ORE. QUESTION D 151. EXERIMENTAL STUDY OF FACTORS INFLUENCING THE VIBRATION AND RE-RADIATED NOISE PRODUCED BY UNDERGROUND RAILWAY TRAFFIC</title>
      <link>https://trid.trb.org/View/266513</link>
      <description><![CDATA[A study has been carried out on an underground metro line to examine the effect of unsprung masses, axle-loads, wheel tread qualities and running speeds on the levels of vibrations transmitted to the environment.. This showed that only the condition of the wheel surface had a determining influence on the level of vibrations transmitted (the importance of rolling stock maintenance should thus be emphasised).]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/266513</guid>
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      <title>VIBRATION AND NOISE OF MODEL WHEEL DUE TO TREAD ROUGHNESS</title>
      <link>https://trid.trb.org/View/203766</link>
      <description><![CDATA[As railway vehicles travel on the rail, the following kinds of wheel/rail interaction noise are generated.  (1) Squeal noise when a wheel rolls on a curve, (2) impact noise by flats of the wheel tread, (3) rolling noise by the roughness on the contact surfaces of the wheel and the rail when the wheel rolls on the rail.  Of these the noise of (3) is the most significant.  Hitherto, many studies on the characteristics of wheel vibration, squeal noise, impact noise of flats have been carried out.  But studies on the rolling noise generated by the surface roughness of the tread of the wheel and those of the rail-head were few. Therefore, the authors paid attention to the relationship between the roughness and the rolling noise, and aimed to investigate how the roughness contributes to the rolling noise.  For that purpose, experiments using an experimental apparatus were carried out and the vibration characteristics of a model wheel were studied theoretically.]]></description>
      <pubDate>Mon, 30 Jul 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203766</guid>
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    <item>
      <title>DUAL DISC/TREAD BRAKING AND REDUCED PRESSURE BRAKING EVALUATION PROGRAMS</title>
      <link>https://trid.trb.org/View/170646</link>
      <description><![CDATA[This report is the Test Results Report for the Dual Disc/Tread Brake Test. Data logs and records associated with this test are published separately in the Test Events Report Dual Disc/Tread Braking and Reduced Pressure Braking Evaluation Programs, Report No. FRA/ORD-81/21. The Dual Disc/Tread Braking Test was conducted to investigate the benefits of using dual systems on the Amcoach. The test evaluated candidate systems developed by Knorr-Bremse, New York Air Brake and Westinghouse Air Brake Company. The test showed that as presently configured, the Amcoach may often exceed the available adhesion and tend to experience momentary wheel sliding which causes spalling. The test indicated that the dual brake system may help to improve tread life and extend the capacity without over heating either the wheel tread or the disc. In addition to the single car cutaway test of the dual brake system and a normal Amcoach braking system, a special reduced pressure test was performed on the Amcoach. The results showed that reducing the full-service braking pressure may be an alternative way of reducing the adhesion demand at the lower speed to relieve the wheel sliding problem. This approach extends the stopping distance by only a small amount but does not provide a mechanism for maintaining the wheel/tread surface or increasing the overall system capacity as does the dual brake system.]]></description>
      <pubDate>Tue, 23 Nov 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170646</guid>
    </item>
    <item>
      <title>INTERNATIONAL CONFERENCE ON RAILWAY BRAKING MEP-111</title>
      <link>https://trid.trb.org/View/149725</link>
      <description><![CDATA[This international conference held in September, 1979 and brings into focus all the modern aspects of railway braking. Papers presented include material dealing with the various types of braking systems in use, metallurgical considerations, thermal aspects and design problems of both freight and passenger transport, throughout Europe and in the United States.  Contents include: Thermal Aspects of Railway Braking; Principles of Brake Control System Design; The Use of the Brake Weight Concept to Define the Efficiency of a Railway Brake; High Phosphorus Cast Irons; Tread Brake Actuation Systems; Thermal Damage to Wheels; Research for Improved Wheel Materials; The Choice of Materials for Friction Brakes; Materials for Brake Discs of Rail Vehicles; Copper Disc Brakes on the Advanced Concept Train; Multiple Brakes: A Choice for Railway Vehicle Designers; Specification and Design of Braking Systems; Braking of High Speed Passenger Trains and others.]]></description>
      <pubDate>Wed, 09 Jun 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149725</guid>
    </item>
    <item>
      <title>SOME EXPERIENCES OF WEAR, CORROSION AND CRACKING IN WHEELSET COMPONENTS OF A RAPID TRANSIT RAILWAY SYSTEM</title>
      <link>https://trid.trb.org/View/76889</link>
      <description><![CDATA[While fretting corrosion and wheelseat cracking of axles have been overcome, deep fatigue cracks could form in axle bodies under exceptional circumstances.  Ultrasonic testing must include the entire axle length.  Quenching of an axle may extend the endurance of an axle containing a crack or other defect in the body and seems worthy of further investigation.  London Transport's tests of various compositions and heat treatments of wheels and tires have shown nothing likely to eliminate formation of thermal cracks, although rim quenching shows some promise.  Various factors in tread and flange wear are also discussed.]]></description>
      <pubDate>Sat, 12 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/76889</guid>
    </item>
    <item>
      <title>NEW FACTS ON RAILWAY NOISE</title>
      <link>https://trid.trb.org/View/145833</link>
      <description><![CDATA[The article reports on measurements carried out and not on theoretical studies.  These measurements show that railway noise depends not only on speed and distance, but also on the shape of wheelsets, the type of bogie, and the condition of the running surface.  The author goes on to reaffirm the case for disc brakes, which are far less noisy than cast iron brake shoes.  Lastly, he comments on the test results carried out to ascertain which, of the rail or the wheel, is the main source of noise.]]></description>
      <pubDate>Wed, 19 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145833</guid>
    </item>
    <item>
      <title>PREDICTED AND MEASURED WHEEL STRAINS RESULTING FROM PROLONGED DRAG BRAKING</title>
      <link>https://trid.trb.org/View/78727</link>
      <description><![CDATA[This paper discusses the wheel strains produced by prolonged drag braking.  Analytical and experimental results are compared.  Residual stresses are determined to aid in the interpretation of the experimental data.  It is suggested that the experimental results can best be explained by the complex initial residual stress field within the wheel.]]></description>
      <pubDate>Tue, 12 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/78727</guid>
    </item>
    <item>
      <title>DEVELOPING AND TESTING OF NEW WHEEL STEELS WITH IMPROVED WEAR AND THERMAL-SHOCK BEHAVIOR</title>
      <link>https://trid.trb.org/View/76884</link>
      <description><![CDATA[Fourteen alloy steels were tested for railway wheels primarily for high speed service where low wear, good resistance to thermal stress and high coefficient of friction were desirable.  Metallurgical tests, laboratory testing on a simulator and actual service tests were all made.  A manganese-molybdenum steel was found to optimize the various targets of the program.]]></description>
      <pubDate>Tue, 12 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/76884</guid>
    </item>
    <item>
      <title>COMPRESSION STRESSES DUE TO HEAT TREATMENT ON RAILWAY WHEEL RIMS</title>
      <link>https://trid.trb.org/View/79198</link>
      <description><![CDATA[The increasingly harsh conditions of use of railway stock are such that railway wheels need improved strength.  A heat treatment process has been adapted to both increase wear resistance and create compression stresses in the rim to stop the damage from operating conditions getting worse. The ways of producing these constraints, measuring them, and the different methods used are described in turn.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79198</guid>
    </item>
    <item>
      <title>CONSIDERATIONS ON PROBLEMS OF SERVICE LIFE IN SOLID-CAST RAILWAY VEHICLE WHEELS WITH SHOE BRAKES</title>
      <link>https://trid.trb.org/View/59782</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59782</guid>
    </item>
    <item>
      <title>RESEARCH ON WEAR-RESISTANT MATERIALS FOR RAILWAY ROLLING STOCK WHEELS</title>
      <link>https://trid.trb.org/View/54910</link>
      <description><![CDATA[A study of work-hardened running surfaces of wheels, carried out with an electron microscope, has shown that the formation of carburized particles was a significant factor in wear.  The rolling movement in contact with the rail destroys the flakes of cementite, and particles are detached from the texture of the metal.  At the same time, flakes of ferrite, which are soft originally, are cold-hardened by the running movement, and cause cracks.  The article reports on research to improve resistance to wear and thermal shock in steels used for making wheels.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54910</guid>
    </item>
    <item>
      <title>INTERACTION BETWEEN VEHICLES AND TRACK. A SURVEY OF CURRENT PRACTICE CONCERNING TRACK PARAMETERS AND VIEWS ON THEIR INFLUENCE ON VEHICLE RIDING</title>
      <link>https://trid.trb.org/View/15415</link>
      <description><![CDATA[The report contains the results of a preliminary enquiry into:  the currently used types of rail, rail inclinations, track gauges and wheel tread profiles; the studies made and experience gained regarding the riding stability of vehicles and the wear phenomena on wheelset and rail.]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15415</guid>
    </item>
    <item>
      <title>A MATHEMATICAL SIMULATION OF THE CURVE ENTRY AND CURVE NEGOTIATION DYNAMICS OF FLEXIBLE TWO AXLE RAILWAY TRUCKS</title>
      <link>https://trid.trb.org/View/62879</link>
      <description><![CDATA[A 43-degree-of-freedom mathematical model of freight car and two trucks has been established, to simulate the dynamic response of the vehicle as it enters and negotiates a curve.  The rigid car body is modeled with three degrees of freedom, and each truck is modeled as a five mass system.  Each mass in the truck model has four degrees of freedom, (lateral, yaw, vertical, and roll).  Clearances at the interfaces of the respective components are accounted for, and non-linear damping (coulomb) is included at all interfaces except the axle journal/side frame interface.  Other non-linearities included in this model include spring bottoming effects, friction creep forces and centerplate breakaway friction forces.  The equations of motion for this system are solved, and integrated numerically using an iterative method.  A parametric study, using this mathematical model, investigated the effects of track curvature, length of spiral, vehicle velocity, center plate friction forces, wheel conicity and initial configuration prior to curve entry on the lateral flange forces during curve entry and negotiation.  It is shown that wheel taper greater than 1 in 20, coupled with a decreased center plate friction level and a reduced stiffness in the longitudinal suspension would minimize flange forces during curving, but is a combination which is undesirable for tangent track yawing stability.  This mathematical model predicts the curve negotiation response for the flexible freightcar truck commonly used. Recommendations are made for future design work based on this model, which can help resolve the incompatibility between design requirements for curved and tangent track.]]></description>
      <pubDate>Tue, 01 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62879</guid>
    </item>
    <item>
      <title>AUTOMATIC CONTROL OF WHEELTREAD WEAR</title>
      <link>https://trid.trb.org/View/35042</link>
      <description><![CDATA[The article presents: the structure, working principles and results of tests on a prototype electronic image-convertor for measuring the type profile on a moving train; the structural diagram of the test model of a system for controlling wear on the running surface of the rail; the algorithm of the solution to the problem of automation, control of the maximum value and the irregularity of the wheel profile.]]></description>
      <pubDate>Thu, 18 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35042</guid>
    </item>
    <item>
      <title>METALLOGRAPHIC OBSERVATION OF THE TREAD OF WHEELS SUBJECTED TO VARIOUS SERVICE CONDITIONS</title>
      <link>https://trid.trb.org/View/12794</link>
      <description><![CDATA[The present paper reports the results of the metallographic observation of the tread of wheels subjected to various service conditions. Wheels in the present investigation are classified into those with on-tread brake and those without it, and the former is further divided into two groups according to the brake shoe, either castiron or composition (synthetic resin base). Work hardening of the tread region due to rolling contact with rail is observed. Heavily deformed cementile lamella in pearlite is frequently observed in the surface region. When using an on-tread brake, heat affected layers develop. There are many varieties in the heat-affected microstructure; martensite, tempered martensite, various incompletely hardened structures, and spheroidized carbide structures. Defects observed on the tread are heat-checks, spalling, flaky surface, skidding marks, fused deposits, thermal cracks, shelling, and growing.]]></description>
      <pubDate>Sun, 14 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12794</guid>
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