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    <title>Transport Research International Documentation (TRID)</title>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>FASTENING THE RAIL</title>
      <link>https://trid.trb.org/View/5076</link>
      <description><![CDATA[French type of doubly-resilient rail fastening features vertical holding of the rail between two components of well defined resiliency:  1. Grooved sleeper (tie) pad in rubber, positioned under the rail.  2. A spring-temper steel leaf type clip, the bearing of which is exerted on the rail by means of bolt (in concrete or steel tie) or screw fastening in wooden tie.  Advantages of these fastenings are shown as extending into the economics, as retightening is extended to every four to six years, as against the yearly maintenance required with rigid fastenings, and the reduction of the number of tie screw reconditionings required.]]></description>
      <pubDate>Wed, 28 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5076</guid>
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    <item>
      <title>THE "RALUS" METHOD FOR RAIL INSPECTION BY MEANS OF ULTRASONIC PROBE</title>
      <link>https://trid.trb.org/View/5059</link>
      <description><![CDATA[Shrinkage of a rail is not due to vertical wear but to diverse cause divided into two main categories:--Defects in rail fabrication;--Shrinkage due to use, for example the lateral wear at chamfer, or damage to the surface by slipping.  Though the diminution of shrinkages in the second category is the affair of the user, the first category concerns the rail makers and the S.N.C.F. jointly.  The study and development of the RALUS method provide an efficient means of checking the metallurgical quality of rails.  A tool which will enable it to follow up the quality of production and to detect any anomalies before rails are laid on the track.]]></description>
      <pubDate>Wed, 07 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5059</guid>
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    <item>
      <title>THE RAIL MOTOR-BRAKE</title>
      <link>https://trid.trb.org/View/11520</link>
      <description><![CDATA[Achieving train speeds of 300 to 400 KMH are discussed. Over 200 km/h no conventional technical solution is suitable as to the fundamental aspects of traction, and mainly the braking.  The rail would become an integral part of the electric motor, propulsion and braking systems regenerating linearly, rapidly and indefinitely under the field part of the motor, of which it becomes, electrically, the armature.  The motor or braking effort, the system being reversible, hence are produced between the rail head, wherein flows induced currents producing the effort.  A magnetic core, provided with windings, constitutes this part of the motor which provides the inductor field necessary for propulsion, asynchronous sliding field, by its feed with variable frequency, polyphase, alternating current.  This motive power unit would employ classical railway, yet would be independent of traction adhesion and braking limits.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11520</guid>
    </item>
    <item>
      <title>RECENT EVOLUTION IN ON THE RAIL INSPECTION ON THE S.N.C.F.</title>
      <link>https://trid.trb.org/View/11521</link>
      <description><![CDATA[Ultrasonic probing enables an operator, shifting a transductor over the surface of the railhead, to assess the extent of a crack.  Rail inspection by ultrasonic apparatus employs two methods: vertical probing by a straight line transductor where the steel is subjected to a longitudinal beam of waves; and oblique probing by a transductor subjecting the steel to a refracted beam of transversal waves forming an angle of 65 degrees to 70 degrees with the vertical.  The transversal fatigue cracks due to rail-head fatigue often causing railbreaks are detected by oblique probing.  The present permissible speed at which the transductors are made to move along the rail is 12 km/h. The annual number of rail-breaks on the inspected lines which was about 1,100 has fallen to under 400, the majority of breaks being due to defects non-spottable by probing.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11521</guid>
    </item>
    <item>
      <title>THE BEHAVIOUR OF THE MOTIVE POWER AXLES (WHEELS) ON THE S.N.C.F.</title>
      <link>https://trid.trb.org/View/11522</link>
      <description><![CDATA[Wheel-set stresses are modified by the action of the strains inherent in service which may be categorized as follows: those affecting the shrinking-on; those which correspond either to vertical effort exerted by the wheel on the rail, essentially cylical, or to the lateral reactions of the rail on the wheel both cyclical and erratic (abnormal shocks); and those set up by a temperature rise, due to braking.  The SNCF has tested, both in the laboratory and in service, the diverse stresses as they are linked up with strains.  Common damages to wheelsets are described and are shown.  Wheel manufacturers are using the test results to enhance wheel design criteria.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11522</guid>
    </item>
    <item>
      <title>SURFACE-TREATED MONOBLOCK WHEELS</title>
      <link>https://trid.trb.org/View/11523</link>
      <description><![CDATA[Ten years of experience is reviewed with the use of carbon and manganese low-alloy steels for monoblock wheels.  The service-life of these wheels is shown.  Compared to tired-wheels for electric locomotives the surface-treated wheels can last twice the distance.  Compared to chromium-molybdenum wheels, the surface-treated wheels had 20 percent lower cost, an increased service life of 30 percent, and a longer time-lapse between non-destructive test inspections.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11523</guid>
    </item>
    <item>
      <title>THE EVOLUTION OF BRAKING FOR FAST TRAINS IN RELATION TO THE RISE IN SPEED</title>
      <link>https://trid.trb.org/View/11524</link>
      <description><![CDATA[The cast iron brake block can be retained up to 200 km/h by a suitable arrangement of the signalling.  In the field of the  very high speeds, 250/300 km/h, it is necessary to resort to the combined systems.  The test results of the electromagnetic brake up to 270 kmh are shown.  Due to the frequent need for braking in high speed travel electrical control of braking will necessarily replace air brakes.  A combined disc-cast iron block brake system was tested at 250 km/h and results are discussed.  Hydraulic brakes and Foucault current brakes are considered.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11524</guid>
    </item>
    <item>
      <title>TRAFFIC IN A CURVE WITH RAILWAY COACHES FITTED WITH INCLINABLE BODIES</title>
      <link>https://trid.trb.org/View/11525</link>
      <description><![CDATA[Further tests of the pendular type coach have been effected, during which the body has been given a boost to speed up the time taken for it to get the correct inclination when negotiating connecting transition.  This is done by means of a hydraulic ram monitored by a accelerometer detecting, permanently, the non-compensated acceleration.  Another arrangement is being worked out with a coach for which the axis of oscillation is below the center of inertia of the body.  Tests are described which show that it is possible to get a coach to negotiate a curve with 0.3 insufficient cant, which is considerable, by employing assisted pendular motion.  The first tests have shown that the assisted pendular motion gives considerably improved smooth riding while negotiating the transition as compared with natural pendular motion.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11525</guid>
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