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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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      <title>TALGO PIONEERS GAUGE-CHANGING POWER CAR</title>
      <link>https://trid.trb.org/View/543030</link>
      <description><![CDATA[A prototype 220 km/h (135 mi/h) diesel power car which has the capability to allow automatic gauge change of its powered bogies has been developed by Patentes Talgo, Spain.  The power car is part of a new train design which integrates a lightweight 43-tonne (3,900 kg) traction unit with tilting passenger coaches from the Talgo trainset.  A pair of power cars with 12 coaches between them will accommodate about 400 passengers.  The total train weight is an estimated 290 tonnes (263,088 kg).  The new powered bogie, which is due to be delivered for testing within the next few weeks, will be compatible with the Talgo adjustable gauge system, making it possible for the train to operate through services on routes with both broad gauge and standard gauge track.  The prototype train, incorporating the first of its two power cars, is currently undergoing trials.  The power cars are designed for free lateral  accelerations of 1.5m/sec to exploit the advantages of the passive tilting system.  The power car is fitted with a 1.5MW MTU diesel engine, a Voith L520r turbo transmission and quill shaft axle gearbox, and an innovative braking system]]></description>
      <pubDate>Wed, 13 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/543030</guid>
    </item>
    <item>
      <title>DIRECT FIXATION TRACK FASTENER SYSTEM REPLACEMENT</title>
      <link>https://trid.trb.org/View/485783</link>
      <description><![CDATA[In the early phase of the rail system, in the late 1970s, Metropolitan Atlanta Rapid Transit Authority (MARTA) implemented the Direct Fixation (DF) fastener system which was the state of the art at the time.  The concrete insert for this DF fastener system was designed to 1) provide for lateral adjustment of the fastener and 2) provide lateral restraint for the track system. The design features achieved the first goal, but failed to provide the necessary lateral restraint.  This shortcoming has proven to be troublesome in tight curves where lateral forces are very high, and has resulted in loss of track gauge and alignment leading to track slow orders and expensive repair work.  This paper describes the development of a new design standard for the DF fastener system.  It was first implemented in the system in 1986, and to date the system has proven very reliable and has required only minor maintenance.]]></description>
      <pubDate>Sun, 24 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485783</guid>
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    <item>
      <title>IOWA RAILROAD TRACK GEOMETRY RATINGS - JULY 1978</title>
      <link>https://trid.trb.org/View/465330</link>
      <description><![CDATA[Comprehensive test results from the use of a track geometry car by the Iowa Department of Transportation are given, along with the explanation of the method of rating track.  The track geometry rating is calculated for each one-mile segment of track in the state.  The final rating is a composite of separate calculations for track gage and cross level, with equal weight being given each.  Details for rating of 6,550 miles of Iowa track are given; an additional 960 miles have not been rated for various reasons.  Inspectors rated 62.2% of all track in good condition, 37.6% in fair condition, and 0.2% in critical condition.]]></description>
      <pubDate>Fri, 15 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465330</guid>
    </item>
    <item>
      <title>TRUE GAUGE IN STRAIGHT TRACK</title>
      <link>https://trid.trb.org/View/6556</link>
      <description><![CDATA[The permissible amount of slack gauge in straight track in relation to the lateral oscillation or nosing of locomotives is considered.  S or slack gauge, for any one locomotive and type of track will vary inversely as the square of the speed.  Mathematical derivations for engineering physics aspects of the problem are given.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6556</guid>
    </item>
    <item>
      <title>STATISTICAL CONTROL OF TRACK MAINTENANCE</title>
      <link>https://trid.trb.org/View/6504</link>
      <description><![CDATA[The subject of this paper concerns a method of control of maintenance of track making use of statistics and probability theory.  The control of track maintenance should be handled on the basis of probability or statistics, while observing the phenomena from the rules of mechanics.  A few examples of statistical treatment are given.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6504</guid>
    </item>
    <item>
      <title>ROLLING STOCK FOR HIGH-SPEED OPERATION</title>
      <link>https://trid.trb.org/View/4892</link>
      <description><![CDATA[Discussion of factors to be considered in the design of rolling stock for high speed operation.  Factors in the design to rolling stock includes: gauge, outside forms as related to streamlining, carriage structure, locomotion systems, braking systems.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4892</guid>
    </item>
    <item>
      <title>TRACK INSPECTION WHEEL-BARROW</title>
      <link>https://trid.trb.org/View/6537</link>
      <description><![CDATA[The Track Inspection Wheelbarrow is a light manually-propelled vehicle which has been designed to deliver a continuous record of gauge width, cant, and curvature (the latter for each rail separately).  This device is briefly described.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6537</guid>
    </item>
    <item>
      <title>INVESTIGATION OF LATERAL STRENGTH OF RAIL FASTENINGS ON TOKAIDO TRUNK LINE BETWEEN FUJIEDA AND SHIMADA BY LATERAL FORCE TESTING CAR</title>
      <link>https://trid.trb.org/View/11240</link>
      <description><![CDATA[As a result of tests by the JNR lateral testing car, several types of rail fasteners were designed.  Statistical prediction gave a stress variation of 3 to 6t.  All designs were designed to withstand a lateral force of 3t and will not easily fail at stresses of 6t.  The strongest fasteners utilizes polyurethane gage blocks.  Weaknesses of design and materials in the order fasteners tested are also discussed and compared.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11240</guid>
    </item>
    <item>
      <title>DESIGN OF TRACK INSPECTION CAR</title>
      <link>https://trid.trb.org/View/5003</link>
      <description><![CDATA[An efficient method of detecting the defects of track is desired.  A new track inspection car has already been reported.  It registers the following values during high-speed runs (up to 100 km/h), being equipped with an electronic data processing machine: (1) curvature (right rail), (2) curvature (left rail), (3) unevenness (right rail), (4) unevenness (left rail), (5) width of gauge, (6) superelevation, (7) twist of the track, (8) rolling of the body, (9) vertical acceleration of the body, (10) horizontal acceleration of the body.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5003</guid>
    </item>
    <item>
      <title>TESTS ON THE TRACK ON THE RIDING STABILITY AND THE GUIDING QUALITY OF VEHICLES BY MEANS OF A SPECIAL VEHICLE. CHARACTERISTICS OF THE EXPERIMENTAL VEHICLE</title>
      <link>https://trid.trb.org/View/4179</link>
      <description><![CDATA[In order to study experimentally the riding stability and the hunting movements of vehicles, it was decided to consider a vehicle of the simplest possible design i.e. a two-axled isolated bogie.  Each of the factors entering into the dynamic phenomena connected with its running can be separately varied.  This experimental bogie is placed under the middle section of the body of an ordinary bogie coach. The bogie and the experimental coach are described in detail and also the methods adopted for measuring the interesting magnitudes.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4179</guid>
    </item>
    <item>
      <title>TRACK GAGE AND FLANGEWAY WIDTHS FOR OPERATION OF DIESEL POWER ON CURVED TRACK</title>
      <link>https://trid.trb.org/View/11467</link>
      <description><![CDATA[This is the final report on recommendations for widening gauge on curves for diesel operation where the use of steam power has been discontinued.  Once the gauge has been closed to suit diesel operation, future designs of locomotives should be built, if possible, to operate with the same gauge as for the six-wheel truck diesels.  Where a railroad has sharp curves in its main and branch lines, consideration should be given to providing more than 3/8-in. lateral play per axle in the longest diesel truck in order to have gauge wider than standard on the minimum length of curved track. Where railroads operate six-wheel truck diesels with the 15-feet 6 inches wheel base no further gauge widening is required for any of the passenger and freight cars having six-wheel trucks or eight-wheel trucks as used on some of the large or long depressed-center cars.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11467</guid>
    </item>
    <item>
      <title>NEW PRINCIPLES IN BOGIE-BODY CONNECTIONS. TWO PROTOTYPE BOGIES DESIGNED BY THE S.N.C.F.</title>
      <link>https://trid.trb.org/View/4995</link>
      <description><![CDATA[Until recently the problem of the comfort of railway coaches was settled empirically.  It was not till 1952 that a start was made with experimental research into the conditions determining comfort in a railway vehicle.  There was a problem in connection with the link between bogie and body as far as railway vehicle comfort was concerned.  It appeared that the choice of the solutions made by trial and error was not the best.  The problem of comfort has two aspects: transversal comfort; and vertical comfort.  Two bogies have been designed on the same theoretical bases: Suspension rods of the body in relation to the bogie 0.500 m long, inclined 1/10 towards the interior.  Transversal play of the body in relation to the bogie plus or minus 65 mm. Complete freedom of rotation of the bogie in relation to the body.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4995</guid>
    </item>
    <item>
      <title>EFFECT OF THE REDUCTION IN THE PLAY OF THE AXLES IN THE TRACK ON THE RIDING STABILITY OF VEHICLES. REPORT OF RESEARCH TO DATE AND PROVISIONAL CONCLUSIONS</title>
      <link>https://trid.trb.org/View/15030</link>
      <description><![CDATA[A questionnaire was sent to the different Administrations and the answers and conclusions derived from them are set forth in this report.  Question C15 in its present form is abandoned and will be incorporated into the more general investigations of the problems of interaction betweeen vehicle and track considered under Question C9.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15030</guid>
    </item>
    <item>
      <title>SPECIAL ACCOUNTS SUMMING UP THE REPORTS ON THE QUESTIONS FOR DISCUSSION AT THE EIGHTEENTH SESSION OF THE INTERNATIONAL RAILWAY CONGRESS ASSOCIATION (MUNICH, 1962)</title>
      <link>https://trid.trb.org/View/5008</link>
      <description><![CDATA[The data and opinions are set out in the following five chapters:  (1) Effect of locomotives and rolling stock on the track; (2) Track alignment points and crossings; (3) Gauges; distances between running lines, obstructions; (4) Equipment and ballasting of present day high-speed tracks; track renewal conditions.  (5) Safety of trains and staff on high speed lines; control of these lines; measures taken concerning the quality of track; increase in maintenance costs due to increased maximum speeds.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5008</guid>
    </item>
    <item>
      <title>MAUZIN TRACK INSPECTION CAR</title>
      <link>https://trid.trb.org/View/11365</link>
      <description><![CDATA[This vehicle was designed to detect measure and record graphically all variations in true alignment, top and cross-level and curvature of the running rails under loaded conditions.  The French National Railways have built three of these cars; two are in constant use in France and the third works regularly outside France.  The equipment consists of a special eight-wheel bogie, situated midway between the normal running four-wheel bogies of the vehicle and sharing equally the weight of the vehicle. Thus a total of 16 wheels is available to form a reference plane and detect all vertical variation.  Similarly, six disc-mounted feeler shoes which follow the contour of the running edge of the rail reveal any lateral displacement of the track.  Vertical irregularities on each line of rails are detected by recording the difference between the height of one wheel and the average height of all eight wheels on that side of the vehicle.  Alignment is determined from versines which are measured on each line of rails over a 10 m. chord by means of three disc-mounted feeler shoes bearing laterally against the rails.  Gauge is measured by two disc feeler shoes bearing on opposite rails at two points on a line at right angles to the center line of the track.  Variations are measured full scale.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11365</guid>
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