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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>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>FASTENING FLAT-BOTTOM RAILS</title>
      <link>https://trid.trb.org/View/11325</link>
      <description><![CDATA[A half-mile length of track on the Metropolitan Line of London Transport has been laid with a fitting known as the Hey-Back Soleplate fastening.  This method of securing the rails to the sleepers will tend to reduce the cost of laying and relaying without increasing the cost of the material involved, and show decided technical improvements over existing practice.  It insures a definite increase in economy in track maintenance, is adaptable to any type of sleeper in use, easily and rapidly inspected has as few parts as possible, and is able to be fitted by unskilled labour.  The combination of the Hey-Back soleplates with a resilient solepad provides a completely shock-resistant flexible system of fastening without reducing the effectiveness of its anticreep restraint, and also creates a high electrical resistance between rail and earth or rail and rail.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11325</guid>
    </item>
    <item>
      <title>DEVELOPMENT AND MANUFACTURE OF PRE-STRESSED CONCRETE SLEEPERS</title>
      <link>https://trid.trb.org/View/6560</link>
      <description><![CDATA[The Tallington factory, completed in August, 1944, has 20 lines, each accommodating 100 standard main-line sleepers. Filling the moulds at one fixed place in the production line, allowed a vibrating table to be used and a water cement ratio of 0.39 for the concrete.  For wiring, the coils of wire are carried on a track and the wires are drawn off under semi-tension, which obviates the need of first straightening the wires.  As they leave the wire carrying truck they are automatically cleaned by passing through a scrubbing box containing carborundum granules. The method of manufacture allowed three minutes of working time per pair of sleepers during concreting and removal, this time factor also being maintained for the wiring processes.  The reduction in labor costs using the mechanized mass-production process showed a savings of 88 percent over an earlier method described.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6560</guid>
    </item>
    <item>
      <title>CONTINUOUSLY-WELDED RAILS</title>
      <link>https://trid.trb.org/View/11339</link>
      <description><![CDATA[To offset the increased cost of laying welded as compared with bolted rail ($1000/mi) important savings are being effected.  The first is in general track surfacing work. The initial 5-1/2 miles of Elgin Joliet and Eastern Railroad welded track, laid in 1943, will not require general surfacing for another two or three years yet, though it carries 20,000,000 gross tons of traffic annually; in the normal course it would need general surfacing every seven years, and joint surfacing, now no longer needed, at much shorter intervals.  Also, construction methods, maintenance benefits and costs are discussed.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11339</guid>
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    <item>
      <title>CONTINUOUS WELDED TRACK IN RAILWAY OPERATIONS (HUNGARIAN STATE RAILWAYS)</title>
      <link>https://trid.trb.org/View/6670</link>
      <description><![CDATA[The author evaluates the engineering and economics of continuous welded track on the Hungarian State Railways. The details of the engineering of the track construction are described, and show the continuous welded rails are laid on concrete ties 8 feet long, spaced 24 inches apart, on a rock ballast bed 20 inches deep, with 16 inch shoulders, and having a base 16 feet wide.  A theoretical consideration of the improved riding conditions provided by the continuous welded track, and the reduced maintenance made possible reveals that this construction can effect substantial savings over the jointed track to justify its extra cost, depending on the traffic density.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6670</guid>
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      <title>RAILWAY TRANSPORT DURING 40 YEARS OF SOVIET REGIME FROM THE PLAN GOELRO--TO THE GENERAL PLAN OF THE ELECTRIFICATION OF RAILROADS</title>
      <link>https://trid.trb.org/View/11544</link>
      <description><![CDATA[A historical review of the electrification of Soviet railroads is presented.  The article begins with Plan GOELRO, around 1920 and includes highlights from six Five-Year Plans up to about 1957.  Estimated cost of electrification of one kilometer of level two track line is given as 580,000 rubles.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11544</guid>
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      <title>COMPACTED ASPHALTED BALLAST ON THE RHAETIAN RAILWAYS</title>
      <link>https://trid.trb.org/View/11553</link>
      <description><![CDATA[The preparation of a solid base of rolled and asphalted gravel as a support for block concrete sleepers has been provided in Switzerland on the second track of the metre-gauge Rhaetian Railway line from Chur to Reichenau.  Two 4-in. layers of rolled asphalted broken gravel were in turn spread and rolled, and on them were laid R.S.-type block-concrete sleepers carrying continuous-welded rails.  Levelling was done by packing with a mixture of fine gravel and asphalt.  The first cost of this track is stated to be little greater than that of conventional track.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11553</guid>
    </item>
    <item>
      <title>PLASTICS IN TRACK CONSTRUCTION</title>
      <link>https://trid.trb.org/View/5016</link>
      <description><![CDATA[Discusses the factors in the use of flat fishplates with epoxy joints.  Includes tests of static characteristics, tensile tests, pulsation tests and deflection tests between bolted and epoxical joints.  In addition, in service tests along with comparisons of initial cost of material, labor and upkeep.  Plus, projected cost-savings analysis for five years is included.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5016</guid>
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      <title>UNCONVENTIONAL TRACKS. RESUME REPORT ON UNCONVENTIONAL TRACKS</title>
      <link>https://trid.trb.org/View/15442</link>
      <description><![CDATA[The various types of unconventional tracks studied by the Committee are classified and considered relative to possible applications.  Design methods, importance of natural or improved soil conditions and requirements for adjustability are reviewed.  After presenting advantages and disadvantages and current trends in costs, non-conventional construction is recommended in tunnels or on rock formation, with possible future application in other cases.]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15442</guid>
    </item>
    <item>
      <title>PROGRESS IN RAIL WELDING</title>
      <link>https://trid.trb.org/View/11274</link>
      <description><![CDATA[The components necessary for rail preparation, rail welding and welded rail dispatch areas are discussed. Also discussed is the economics of using mainly automated equipment where labor costs are high, and using minimal automated equipment where labor is plentiful and inexpensive.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11274</guid>
    </item>
    <item>
      <title>INDUSTRY TRACK ESTIMATING PROGRAM - INDTRK</title>
      <link>https://trid.trb.org/View/38381</link>
      <description><![CDATA[Program calculates estimated unit costs of various weights of rail used as basis for estimating cost of construction of trackage for serving industries.  Unit prices of component parts are stored in the program, and the output is in tabular form for ease of use by engineer making estimate.]]></description>
      <pubDate>Fri, 27 Aug 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38381</guid>
    </item>
    <item>
      <title>DIRECT CONCRETE ENCASING OF NON-BALLASTED AND SLEEPER-LESS HIGH-SPEED TRACKS</title>
      <link>https://trid.trb.org/View/39587</link>
      <description><![CDATA[The Kolner Verkenrs-Betriebe AG has developed a track without ballast or sleepers which can be laid in tunnels, on bridges and on normal earth formations. The rails with their fastenings are mounted in their exact position on strong assembly equipment and then immediately encased in concrete. The track is built, so to say, from the top downwards. The system is cheaper than the experimental methods tried out by the German Federal Railway, and should also be capable of being developed for the latter's new routes.]]></description>
      <pubDate>Sat, 24 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39587</guid>
    </item>
    <item>
      <title>MODERN SYSTEMS FOR TRACK BUILDING</title>
      <link>https://trid.trb.org/View/36315</link>
      <description><![CDATA[According to the authors, modern systems of track building and renewal can be classified into two large groups: systems using prefabricated track panels; systems with direct laying of sleepers on the ballast and fastening of the rails on the sleepers.  For application of the first group of systems, two sites are necessary: one for assembly and the other for dismantling, which should be organized taking several factors into account: expenses, manpower, mechanization of the sites and frequency of train circulation.  In this particular group, the authors mention the system used by SNCF which achieves the complete laying of track at a speed of 350 m/h.  The integrated systems in the second group do not need the above indicated sites.  However, special mention should be made of the system used by the "SECMAFER" gangs, presently adopted by the Mexican National Railways, the replace the track fastened with sleeper-screws by the track with an elastic pad.]]></description>
      <pubDate>Thu, 19 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36315</guid>
    </item>
    <item>
      <title>INVESTIGATION FOR INCREASING THE STABILITY OF RAILROAD TRACK</title>
      <link>https://trid.trb.org/View/25189</link>
      <description><![CDATA[The article reports on possible improvements of the track for increasing its life in respect of the track position to meet the present and future requirements at higher speeds. Track and switch construction including the associated changerover methods are optimized to obtain the best possible track for the vehicle, under due consideration of the cost of furnishing machinery and equipment and the cost of vehicle and track maintenance.]]></description>
      <pubDate>Wed, 11 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25189</guid>
    </item>
    <item>
      <title>DYNAMICS OF RAILWAY TRACK SYSTEMS AND THEIR ECONOMIC CONSEQUENCES</title>
      <link>https://trid.trb.org/View/11547</link>
      <description><![CDATA[British Railways has adopted concrete sleepers and continuous-welded rails as the best means to provide a high performance low annual cost track.  Assessing the dynamic loading effect of different axles at different speeds on a less than perfect joint has been done and has produced a very close confirmation between field measurements and a previously calculated formula. Over 50 percent of the rail breaks occur in rails which are not more than ten years old, by which time none have reached the replacement stage due to loss of weight.  Maximum bolt-hole stresses occur at the second running-on bolt, but rail-end failures start at the first bolt-hole.  The joint consideration of the track and vehicle circumstances has resulted in the design of a three-axle bogie which not only increases the payload by 9 tons for a 2-ton increase in tare weight but reduces the axleload to 13-1/2 tons at an extra cost of less than 2,000 lb. a vehicle.  While welded track requires higher installation costs the reduction in day-to-day attention is very marked.  Taking 1969 prices, the costs per mile are: (i)  long-welded rails on concrete sleepers, 29,000 lb; and (ii)  jointed rails timber sleepers, 25,000 lb. But the "equalized" cost per annum is affected by the relative lives and is considerably less for long-welded rails.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11547</guid>
    </item>
    <item>
      <title>LEVEL SECTION GRADING QUANTITIES</title>
      <link>https://trid.trb.org/View/38375</link>
      <description><![CDATA[File name is ENLE. This program is designed to calculate "level section" center line grading quantities from data taken from a line located on contour sheets.  The program is of great benefit in helping location or design engineers in estimating quantities based on different alignments or grade variations.  The program accepts roadbeds of various widths or slope and as many as two benches and/or two berms.  It will convert grade line information into subgrade elevation for each level section and determine whether the section is in cut or fill, if benches or berms are involved, and will calculate the applicable end areas and volumes taking vertical curve corrections into account. The program will determine where 0.0 sections occur and where benches and berms begin and end.  Output will include, at each engineering station shown in the input, the cumulative embankment volume; cumulative excavation volume; cumulative rock excavation volume.  (This is a percent of the total excavation.  The percentage used is input and can vary from cut to cut); subgrade elevation, center line ground elevations, and height of fill and/or depth of cut; output will also include engineering stations at calculated 0.0 sections and beginnings and ends of benches and berms. Sections need be shown at major break points only; the program will interpolate all intermediate stations and end areas so as to reduce the error factor.  Grade elevations are input separate from ground elevations which allows analysis of several grades or combinations of grades with a given ground line profile.  Another use of the program would be in estimating contractors "pay quantities" where the ground line would vary monthly as compared to a fixed grade line.]]></description>
      <pubDate>Wed, 27 Aug 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38375</guid>
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