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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>
    <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>High-output strategy speeds track renewals</title>
      <link>https://trid.trb.org/View/1251104</link>
      <description><![CDATA[In order to improve efficiency and reduce the time that track must be taken out of service for heavy maintenance, United Kingdom infrastructure manager, Network Rail, is making more intensive use of its high-output track renewal and ballast cleaning systems.]]></description>
      <pubDate>Tue, 28 May 2013 09:36:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1251104</guid>
    </item>
    <item>
      <title>High-Output Track Maintenance Systems Respond to Performance Challenges</title>
      <link>https://trid.trb.org/View/767104</link>
      <description><![CDATA[High-output track maintenance machinery is used to minimize track closure time while keeping the rails in good condition. This article examines the equipment currently being used in Europe, with specific attention directed to ballast cleaning, rail reprofiling, and tamping. Specific manufacturers and their products are profiled.]]></description>
      <pubDate>Tue, 27 Dec 2005 09:02:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/767104</guid>
    </item>
    <item>
      <title>ECONOMIC ASPECTS OF TRACK MAINTENANCE</title>
      <link>https://trid.trb.org/View/278689</link>
      <description><![CDATA[Track renewal and track maintenance are major cost-factors in the overall balance sheet of every railway.  During the last three decades mechanisation has had the effect of: greatly increasing performance; reducing the necessary train intervals; reducing the maintenance staff to 1/3; reducing the involved cost; and creating modern working places.  With the growing importance of investment and long-term financing, economic aspects became dominant for all decisions.  Modern permanent way departments have already mechanised and thus gained major savings by rationalisation. For the covering abstract of the conference see IRRD no 288720.  (TRRL)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:50:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/278689</guid>
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      <title>HANDBOOK FOR INSURING TRAIN TRAFFIC SAFETY DURING TRACK WORK</title>
      <link>https://trid.trb.org/View/31872</link>
      <description><![CDATA[This issue of "Instructions" establishes the order for track work production at the stages and stations, ensuring the complete safety of traffic.  It is required for all track management workers, as well as other workers of transport services connected with train traffic and work production on the railroad track, and workers of the building organizations who carry out work on the railroad track.  The chapters are: (1) Protection of track work by means of signals and signaling signs, and labor management; (2) The order or protection of work production locations at the stages; (3) The order of protection of work production locations at the stations; (4) The order of protection of places where interference to train traffic suddenly arises; (5) The protection of places along which trains are allowed with conductors; (6) The order of issuing warnings; (7) The order of work production and passage of trains at work sites; (8) The insurance of safety of train traffic during the production of track work in the "window" and during the operation of track machines; (9) The order  of work production within the boundaries of the station; (10) The utilization of track motor cars, motorized locomotives, non-removable and removable hand cars,  small track cars and other removable rolling units and their protection by means of signals; (11) The sequence of encountering trains; (2) The allocation of upper track structure materials; (13) The responsibility for traffic safety curing track work.]]></description>
      <pubDate>Mon, 01 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31872</guid>
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    <item>
      <title>RAILROADS DEMAND SIMPLICITY IN PORTABLE TOOLS</title>
      <link>https://trid.trb.org/View/542047</link>
      <description><![CDATA[In the harsh railroad environment, maintenance crews need reliable tools that can do the job simply but efficiently. RT&S has talked with several portable tool suppliers to find out the latest developments in this area.  Some of the significant changes mentioned are: disposable tool, lighter weight, simplicity, advanced technologies, such as use of solar panels, and injury reduction along with user friendliness.]]></description>
      <pubDate>Wed, 09 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542047</guid>
    </item>
    <item>
      <title>NOISE AND VIBRATION ABSORBERS FOR TRANSIT VEHICLES AND TRACK</title>
      <link>https://trid.trb.org/View/485920</link>
      <description><![CDATA[Noise and vibration absorbers of the acoustic wave guide type have been developed for both the solid and resilient types of steel wheels used on transit vehicles.  The acoustic wave guide type vibration absorber transforms the vibrational energy generated at the wheel-rail interface into heat before it can propagate into the plate of the wheel and produce sound.  The theory and broad-bank attenuation characteristics of these absorbers are described along with experimental results for two different absorber configurations--the "shark-fin" type and the "block" type.  This type of abatement is cost effective in comparison to other methods of noise control, such as sound barriers along the right-of-way.  Drive-by audible noise tests were conducted recently in the USA on transit cars with standard wheels (no modifications) and on cars with wheels fitted with the two type of acoustic wave guide absorbers.  The results indicate a broad-band noise reduction of 10 to 12 dBA while negotiating a 290 ft. radius curve at 10 mph.  The dominant wheel squeal tones at 5424 Hz, 8000 Hz and 10800 Hz were reduced by 42 dB, 22 dB and 36 Db, respectively, to the random noise level of the train.  The performance of the block type vibration absorber was approximately 1.4 dB better than that of the shark-fin type.  Track-mounted vibration absorbers using the same principles of operation have been designed for application to the under side of the running rails in locations where noise and vibration propagation are particularly bothersome--such as elevated track, stations, and sharp curves.]]></description>
      <pubDate>Wed, 20 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485920</guid>
    </item>
    <item>
      <title>NEW CONCEPTS FOR TRACK MAINTENANCE</title>
      <link>https://trid.trb.org/View/468107</link>
      <description><![CDATA[The rapid development in the construction of high-speed track, the scale of rebuilding the infrastructural facilities and the growing together of the railways cannot be met without the use of modern construction and maintenance equipment.  This article describes different railway cranes available for track maintenance and construction.]]></description>
      <pubDate>Thu, 07 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468107</guid>
    </item>
    <item>
      <title>ARE TRACK MACHINES TOO SOPHISTICATED?</title>
      <link>https://trid.trb.org/View/457484</link>
      <description><![CDATA[Railways are demanding more cost-effective track machinery which requires shorter line possession times and causes less disruption to services.  In the first Matchmaker Series feature of 1996, IRJ compares the needs of the railways with the quality of track  machines currently being offered  by the manufacturers.]]></description>
      <pubDate>Tue, 27 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457484</guid>
    </item>
    <item>
      <title>THE VM 150 JUMBO VACUUM SCRAPER-EXCAVATOR TECHNOLOGY</title>
      <link>https://trid.trb.org/View/425852</link>
      <description><![CDATA[A change in attitude by the modern railway in terms of ecology and cost-efficiency opens new opportunities in track maintenance for the VM 150 JUMBO vacuum scraper-excavator technology, which has recently been developed by Plasser & Theurer.  This alternative method of excavation is intended to complement, and not to replace, proven track maintenance technologies such as ballast cleaning by means of ballast cleaning machines.  Thanks to its universal application it offers solutions for problems which cannot be handled by conventional techniques.]]></description>
      <pubDate>Mon, 19 Jun 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425852</guid>
    </item>
    <item>
      <title>RAIL CURVE CALCULATOR</title>
      <link>https://trid.trb.org/View/6847</link>
      <description><![CDATA[The Matisa Multi-Station Curve Calculator functions according to the simple three point principle of curve correction.  By using the calculator, an alignment may be set up in the form of a versine diagram and modified or corrected at will without calculation or possibility of error.  The slews necessary for the realignment are automatically registered at each point.  The unit has 30 indicators with which to set up the versine diagram, on graduated scales of 250-mm length.  The operator can couple together two or more calculator units, and thereby use 60 or more versine stations, according to the length of the alignment.  The unit can be supplied with a tracing equipment, which makes it possible to trace a record on paper of the original versine diagrams, the corrected diagram, the slews and any other desired information; for example, a cant diagram.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6847</guid>
    </item>
    <item>
      <title>CLEARANCE OF SNOW AND ICE</title>
      <link>https://trid.trb.org/View/11385</link>
      <description><![CDATA[This article compares what has been done by European and North American railways to combat snow and ice.  For snow clearance all railways seriously affected use ploughs which may be either of the ordinary steel-blade type for pushing snow aside, or of the rotary type.  While the rotary type is more effective in deep drifts, it is more expensive in capital, maintenance, and operating costs.  In addition, it is comparatively slow in operation.  For removing packed snow and ice flame guns and steam lances are used in Great Britain.  Electric point heaters are used in Great Britain, U.S. and Germany.  Sheds and screens are used for avalanche protection in Switzerland and France.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11385</guid>
    </item>
    <item>
      <title>LONG-WELDED CONDUCTOR RAILS ON THE SOUTHERN REGION</title>
      <link>https://trid.trb.org/View/11474</link>
      <description><![CDATA[Improved methods have recently been introduced to enable the maximum length of conductor rail to be unloaded and renewed in the short possession times available, with the minimum amount of labour.  Under the new system conductor rails are welded into 180 ft. lengths at the flash-butt welding depot and conveyed to the site on rakes of three 40-ton bogie rail wagons.  Up to 26 conductor rails weighing 150 lb per yard are loaded on the rail wagons in four tiers of eight, seven, six and five rails.  Using a tackle to pull-off the rail, a gang of six mean can unload 1-3/4 miles of conductor rail in a 4-1/2 hour track possession.  Six lifting and traversing frames are used to transfer the rail from the four-foot way to the new insulators, and enable 16 men to complete the laying in, fishplating and bonding of 1/2-mile of 150-lb conductor rail in 4-1/2 hours.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11474</guid>
    </item>
    <item>
      <title>INSPECTION CARS AND GANG TROLLIES</title>
      <link>https://trid.trb.org/View/6916</link>
      <description><![CDATA[The wide range of motor inspection cars and gang trollies manufactured by D. Wickham and Co., Ltd., are described. Nine models are pictured.  One out of four variations of the type 40, 6 to 9 person car is shown, as is the new type 30.  Also shown are the flyweight, one-man trolley; the one-man, light-weight type 8B; the type 18A gang trolley; the heavy-duty type 18A; the 5-ton loader version of the type 18A; the covered version of the type 18A; and the medium-duty type 17A gang trolley.  The power unit in each type of vehicle is described.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6916</guid>
    </item>
    <item>
      <title>BALLAST TAMPING</title>
      <link>https://trid.trb.org/View/11229</link>
      <description><![CDATA[The first types of mechanical tampers sought to imitate the action of the beater packing.  These tampers resemble a road drill with a blunt T-head steel which delivers about 90 blows a min. to the ballast at the bottom of the sleeper. The type of mechanical tamper which has been most widely used is that having a "vibrate and squeeze" action.  The use of vibration (about 2,000 blows a min.) causes the ballast to flow into a closer arrangement of particles, and by combining this with a squeeze it is possible to obtain the result more quickly and to control the formation of the ballast mold.  The standard Matisa machine was produced to meet the special requirement for packing hollow steel sleepers.  The Matisa machine applies its squeeze mechanically by means of left- and right-hand threaded shafts.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11229</guid>
    </item>
    <item>
      <title>BALLAST CLEANING WITH SINGLE-TRACK OCCUPATION</title>
      <link>https://trid.trb.org/View/11308</link>
      <description><![CDATA[Experiments have been made with methods involving the occupation of only one track when using mechanical ballast cleaners.  In the present experiment, the conveyor discharging the dirt, drops its material on to a second conveyor mounted on a rail wagon, which in turn delivers the material into a hopper on a simple steel framework carried on a flat wagon.  This framework is of sufficient headroom to permit a low type of dumper to travel underneath it.  The dirt is released from the top hopper into the dumper through drop doors and the dumper then travels the length of the train and tips the dirt into wagons standing on the same line.  Results to date are most encouraging and an output has been achieved approaching that obtained when screening into wagons on an adjoining road.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11308</guid>
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