<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    </image>
    <item>
      <title>UNDESIRABLE DYNAMIC PHENOMENA IN THE DRIVE SYSTEM OF A HIGH-SPEED ELECTRIC LOCOMOTIVE</title>
      <link>https://trid.trb.org/View/20269</link>
      <description><![CDATA[The paper is devoted to the problem of dynamic loads acting on elements of the drive system of an electric locomotive with a transmission gear mounted on the wheel set near the motor which is entirely supported on the frame of the bogie. The causes of the loads considered are nonuniform work of the couplings transmitting the torque from the motor to the transmission gear and the vertical irregularity of the track.  Conditions are analyzed under which the influence of the irregularity of the track is the weakest.]]></description>
      <pubDate>Sat, 20 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/20269</guid>
    </item>
    <item>
      <title>INFLUENCE OF THE CONFIGURATION OF ALSTHOM COUPLINGS IN LOCOMOTIVE DRIVE SYSTEMS ON THE LOADS ACTING ON THE HOLLOW SHAFT AND ITS BEARINGS</title>
      <link>https://trid.trb.org/View/24940</link>
      <description><![CDATA[A discussion is presented of Alsthom couplings which are used, among other applications, for drive systems of electric locomotives.  Using equations which describe the kinematic features of the coupling, the problem of transverse dynamic loads acting on the end of the hollow shaft is studied, the forces being produced by the inertia of a single Alsthom coupling deflected from its middle position.  Equations of equilibrium of elements of the coupling are established and solved in the first approximation by the perturbation method.  Next, the necessary relations between the configuration of the couplings at the wheel set and the configuration of the loads acting on the ends of the hollow shaft are established and used to determine the dynamic reactions of the bearings acting on the hollow shaft.  Results of this analysis make possible design conclusions concerning the configuration of the couplings.]]></description>
      <pubDate>Fri, 16 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24940</guid>
    </item>
    <item>
      <title>MEASUREMENT OF SKIN FRICTION IN A HIGHLY TURBULENT FLOW</title>
      <link>https://trid.trb.org/View/35700</link>
      <description><![CDATA[The subject matter of the present discussion is the results of measurement of shear stress in a highly turbulent layer, by means of a Preston tube mounted on a plate.  The measurement results are used to determine the relation between the value of the shear stress and the indications of the tube and the obtainment of the relation between the friction coefficient and the Reynolds number for two ranges of turbulent flow of 0.5% and 5.5%.]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35700</guid>
    </item>
  </channel>
</rss>