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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>WEEDKILLER SPRAY TRAIN ON WESTERN REGION</title>
      <link>https://trid.trb.org/View/11225</link>
      <description><![CDATA[A new, British Railways, weedkiller spray train is described, with the capacity to spray up to 68 miles of full-width track before needing replenishment.  The new train comprises four 20-ton tank wagons, each of which has a capacity of approximately 4,750 gal. of weedkiller solution ready for use, a messing and sleeping coach for the normal operating crew of three, and a spray van containing the pumps and other machinery, to which are attached the spraying booms.  All vehicles are close-coupled and fitted with twin-cylinder vacuum brakes.  Spraying is carried out at the rate of approximately 280 gal. of weedkiller solution per mile, generally over a width of 17 feet 6 inches. Normal spraying speed is 20 mph.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11225</guid>
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      <title>BRAKING PRACTICE AND DEVELOPMENTS</title>
      <link>https://trid.trb.org/View/11414</link>
      <description><![CDATA[The article describes features which are standardized and in widespread use by British Railways and certain designs still under investigation.  The object was to provide a picture of developments taking place in the country for the non-expert in matters of braking.  Elementary considerations of energy absorbtion and the forces acting on a wheel during braking, followed by a concise statement of the limiting factors involved are considered.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11414</guid>
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      <title>BRITISH RAILWAYS DECISION ON BRAKES</title>
      <link>https://trid.trb.org/View/11491</link>
      <description><![CDATA[After extensive research and practical trials the British Transport Commission adopted as standard the vacuum type of automatic brake.  Although the time needed to couple up and to create the vacuum will mean that a made-up train will stand longer in the yard than with the present standard coupling for goods vehicles, this disadvantage is believed to be more than offset by the faster running time which will result from fitting throughout.  The substitution, by new construction and conversion, of a fully-braked fleet of wagons will enable freight trains to run at maximum speeds of up to 60 mph.  The higher average speeds of train movement will lead to reduction of about 2,000 locomotives and will enable the total wagon stock to be reduced.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11491</guid>
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      <title>BRAKING SYSTEMS</title>
      <link>https://trid.trb.org/View/11495</link>
      <description><![CDATA[After discussing the advantages and disadvantages of the vacuum and the air brake it is concluded that they balance, except the delay of release with the vacuum.  Members of the brake industry have undertaken much research into the vacuum brake, and in its latest form, with improved brake cylinders and valves.  There seems little doubt that for all freight trains of the length likely to be practicable in this country, taking into consideration yard capacity and loading gauge, it answers well.  The faster running possible with a fitted train will more than recoup the greater time required for starting by the vacuum brake.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11495</guid>
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    <item>
      <title>A NEW BRAKE SYSTEM FOR DIESEL LOCOMOTIVES</title>
      <link>https://trid.trb.org/View/6775</link>
      <description><![CDATA[The vacuum brake system is particularly suitable for diesel locomotives where the problem of finding room for orthodox brake cylinders is difficult.  It is designed to give augmented locomotive brake power by taking advantage of an increase of cylinder vacuum at the moment of brake application without interference with the normal working vacuum throughout the train.  A two-pipe driver's valve is used, which isolates the exhauster side of the system before admitting air to the train pipe.  Both vertical and horizontal types are available with pull or push action. The new cylinders are so designed that the driver can manipulate the brakes separately on locomotive and train, or both simultaneously.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6775</guid>
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    <item>
      <title>RAILWAY BRAKING: A HISTORY</title>
      <link>https://trid.trb.org/View/148007</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148007</guid>
    </item>
    <item>
      <title>SIMPLE VIGILANCE AND DEADMAN DEVICE</title>
      <link>https://trid.trb.org/View/6824</link>
      <description><![CDATA[Current requirements for checking the vigilance of the driver and safeguarding operation, if this falls below an accepted standard, make it clear that two safeguard functions are essential: to provide an effective deadman operation, and to check constantly that the driver is alert. Very recently a completely fresh design approach was made to the way the equipment can be made to fulfill the operating requirements and which lends itself to a much cheaper first cost, a very great reduction in maintenance, and is readily adaptable to fitting to locomotives without or with deadman equipment.  The approach has been to provide a completely electronic unit incorporating relatively recently devised equipment, the metallised polycarbonate capacitor which has an infinitely small leakage characteristic and is used as the delay element, and the uni-junction transister which fires off the circuit operation when the voltage in the capacitor reaches a predetermined value.  Incorporation of safety and vigilance cycles into the one control circuit provides a compact and straightforward arrangement which does not require the driver to choose between two courses of action to prevent a brake application once he hears the bell.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6824</guid>
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      <title>RECIPROCATING COMPRESSORS AND VACUUM EXHAUSTERS FOR RAIL TRACTION VEHICLES</title>
      <link>https://trid.trb.org/View/42068</link>
      <description><![CDATA[Compressors and vacuum exhausters are essential components of the brake equipment on rail vehicles.  Reliability and space-saving design are the main features of the machines described in this article.  These are built in various sizes, with motor drives for electric traction vehicles and mechanical drives for diesel locomotives.]]></description>
      <pubDate>Mon, 13 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42068</guid>
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