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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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Dynamic characteristics of rack vehicle-track coupled system on large slope line: theoretical modelling and experimental validation</title>
      <link>https://trid.trb.org/View/2410452</link>
      <description><![CDATA[Rack railway is a rail transportation that utilizes the gear-rack engagement to supply the traction forces on large-slope lines, primarily employed in mountainous regions where the conventional trains cannot operate due to the wheel-rail adhesion limitations. However, there is limited research on this system dynamics and further analysis is required to understand the interaction mechanism between the rack vehicle and track. Based on the typical vehicle-track coupled dynamics theory, the rack vehicle-track spatially coupled dynamics model is developed in this paper to evaluate the dynamic behaviours of the rack vehicle and the track system running on large-slope line with a detailed modeling of the longitudinal motion for the rack and sleeper, where the time-varying gear-rack mesh stiffness and the rail geometrical irregularity are incorporated. The excellent agreement observed between simulated and field-test results serves as strong validation for developed dynamics model. The results demonstrate that the vibration responses of the wheelset and the rack are dominated by the gear-rack mesh excitations. It should be noticed that the wheel loads are reduced by the presence of the gear-rack engagement. Furthermore, the vibration of the sleeper can explicitly reflect the gear-rack mesh characteristics through the transfer of the rack fastener.]]></description>
      <pubDate>Wed, 18 Sep 2024 09:41:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2410452</guid>
    </item>
    <item>
      <title>ASPHALT-BASED TRACK WORKS--BUT IS STILL TOO EXPENSIVE</title>
      <link>https://trid.trb.org/View/172958</link>
      <description><![CDATA[Six years of traffic over track consisting of precast concrete units laid on a bed of rolled asphalt has resulted in minimal settlement, but it is at least 50 percent more expensive than ballasted track and more complicated to lay than paved concrete.  However, if asphalt could be laid in a single pass, stable track could be placed in awkward locations without the long possession times required for concrete.]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172958</guid>
    </item>
    <item>
      <title>UNCONVENTIONAL TRACKS. ENQUIRY REPORT-PRESENT STATE OF KNOWLEDGE AND FUTURE USE</title>
      <link>https://trid.trb.org/View/15539</link>
      <description><![CDATA[This report presents an analysis of the replies received from the member-railways of ORE and the UITP Metro Committee members to a questionnaire designed to establish the likely extent of the use of slab track systems in the next 10 years, the current state of knowledge, and the areas of research which might still be necessary.  The conclusion of the report is that no further formal research study should be carried out, but the pooling of experience acquired should be continued.]]></description>
      <pubDate>Thu, 27 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15539</guid>
    </item>
    <item>
      <title>THE KANSAS TEST TRACK PART I--ANALYSIS OF TEST DATA</title>
      <link>https://trid.trb.org/View/144792</link>
      <description><![CDATA[This report presents the results of an experimental project to compare the performance of different track support systems.  Data obtained during the project are summarized, presented, and analyzed.  Based on these data, conclusions are made regarding the performance of the different track support systems.  Details of instruments used for data measurement, their location in track, test procedures, and test data are presented in Part II of the report.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144792</guid>
    </item>
    <item>
      <title>THE KANSAS TEST TRACK PART II--APPENDICES</title>
      <link>https://trid.trb.org/View/144793</link>
      <description><![CDATA[This report presents data obtained from an experimental project to compare the performance of different track support systems.  Also, it describes instruments used for data measurement, their location in track, and test procedures.  Analysis and evaluation of test data are presented in Part I of the report.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144793</guid>
    </item>
    <item>
      <title>POSTMORTEM INVESTIGATION OF THE KANSAS TEST TRACK, VOLUME I</title>
      <link>https://trid.trb.org/View/144795</link>
      <description><![CDATA[The Kansas Test Track (KTT) was comprised of nine different track systems, which were built on a designed embankment. The KTT subgrade experienced premature failure in service, and KTT operations were terminated in June 1975 after six months of operation.  A postmortem investigation of KTT was carried out in 1975 and 1976.  Volumes I and II document the structure, ballast, and embankment studies carried out by the U. S. Army Engineer Waterways Experiment Station in the postmortem investigation.  Results presented in Volume I provide needed insight into track system behavior and are particularly descriptive of ballast and embankment performance.  A rationale is presented to explain the mechanism of failure in the subgrade, and attention is drawn to the structure-ballast-subgrade interaction processes which govern track system performance.  Inadequate drainage of the top of the KTT embankment led to moisture content increases in the top of subgrade from 1971 to 1974, when traffic commenced.  The embankment clay was moderately to highly plastic, and moisture-induced loss of strength in the top few inches of subgrade was the principal cause of failure.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144795</guid>
    </item>
    <item>
      <title>POSTMORTEM INVESTIGATION OF THE KANSAS TEST TRACK, VOLUME II</title>
      <link>https://trid.trb.org/View/144796</link>
      <description><![CDATA[The Kansas Test Track (KTT) was comprised of nine different track systems, which were founded on a designed embankment. The KTT subgrade experienced premature failure in service, and KTT operations were terminated in June 1975 after approximately six months of traffic.  A postmortem investigation of the KTT was carried out in 1975 and 1976. Results of this investigation are presented in two volumes. Summary data, analyses, conclusions, and recommendations are presented in Volume I.  Volume II is comprised of five appendixes which document the equipment and procedure used, and data obtained in KTT structures, vibroseismic, penetrometer, trenching, and instrumentation testing.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144796</guid>
    </item>
    <item>
      <title>APPLICATION OF LIQUID ELASTOMERS TO SLAB TRACK</title>
      <link>https://trid.trb.org/View/74177</link>
      <description><![CDATA[In ballastless track the concrete slab to which rails are attached can displace on the loaded slab beneath due to deterioration of the concrete asphalt mortar which is used between them.  The tests reported are on use of liquid elastomers and modified elastomers for packing as a replacement for the original CAM material.]]></description>
      <pubDate>Sat, 29 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74177</guid>
    </item>
    <item>
      <title>TRACK SUPERSTRUCTURE STUDIES IN CONNECTION WITH HIGH SPEEDS</title>
      <link>https://trid.trb.org/View/73912</link>
      <description><![CDATA[Following the decision to increase passenger-train speeds and build new lines, the DB initiated multidisciplinary research into track components, so as to define technical conditions for speeds of up to 200 km/h as well as the technical and economic optimisation of these components. There is little doubt that the development of ballasted track will be economically viable in the short and medium term (hence the DB policy to intensify studies in this direction); rigid track still requires much technical research.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73912</guid>
    </item>
    <item>
      <title>CURRENT TRACK TECHNOLOGY AND NEW IMPROVEMENT POSSIBILITIES</title>
      <link>https://trid.trb.org/View/73919</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73919</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF THE RAIL FASTENING DEVICE FOR DIRECT FASTENED TRACK ON THE STEEL BRIDGE</title>
      <link>https://trid.trb.org/View/72647</link>
      <description><![CDATA[To reduce track maintenance requirements on bridges, a rail fastener which attaches directly to bridge girders and eliminates cross ties has been developed.  A standard design adaptable to continuous welded rail on long bridges has been produced.  The design, structural features and test results are described.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72647</guid>
    </item>
    <item>
      <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>SPECIAL ISSUE: TRACK, INFRASTRUCTURE AND HIGH SPEEDS</title>
      <link>https://trid.trb.org/View/59781</link>
      <description><![CDATA[Series of 10 articles dealing with the following subjects: Ideas of Austrian Railways concerning tracks and equipment of the network, High-speed tracks, American points of view concerning track maintenance, Track stabilization following maintenance, Steel for rails and turnouts on heavy traffic lines, Unification of equipment for the UIC master plan for European Railways, Sleepers and track strength, Possibilities of obtaining precise geometric data for track alignment using mechanical equipment, New types of track, especially in tunnels, Presentation of the SUZ (rapid track renewal train).]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/59781</guid>
    </item>
    <item>
      <title>ANALYSIS OF KANSAS TEST TRACK BEAM RESPONSE</title>
      <link>https://trid.trb.org/View/56693</link>
      <description><![CDATA[In the fall of 1975 post-mortem static and dynamic tests were conducted on a reinforced twin concrete beam section of the Kansas Test Track (KTT) near El Dorado, Kansas. These tests were part of an extensive program undertaken by the Federal Railroad Administration to gain insight into the mechanisms of the rapid deterioration of that test facility. The data from the static and dynamic tests were used to validate a dynamic track structure model of the KTT beam sections. This report presents a summary of the validation process and the subsequent use of the model as an analytical tool for parameter studies. These studies assist in the investigation of the nature of the KTT beam performance, give insight into the behavior of beam and slab track structures, and provide the technical background for evaluation of future non-conventional track structure designs.]]></description>
      <pubDate>Wed, 09 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56693</guid>
    </item>
    <item>
      <title>UNCONVENTIONAL TRACKS. SLAB TRACK TESTS AT VELIM</title>
      <link>https://trid.trb.org/View/15418</link>
      <description><![CDATA[The report describes tests at Velim of two types of in situ slab track, broad sleepered track, and conventional laid in a 450 M radius curve without cant and a straight track laid using prefabricated slabs.  All withstood the planned fifty million tonne traffic loading and were subsequently subjected to further loading up to two hundred million tonne.]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15418</guid>
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