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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>THE PRINCIPLE OF CONTACTLESS ULTRASONIC FLAW DETECTION OF RAILS</title>
      <link>https://trid.trb.org/View/36706</link>
      <description><![CDATA[The fundamental deficiency of ultrasonic flaw detection is the necessity of ensuring acoustic contact between the probe and the checked object.  In this regard the contractless method of flaw detection is very promising; the ultrasonic oscillations are excited in the checked object by means of electromagnetic-acoustic (EMA) converters.  Utilized in the capacity of the converter is a flat coil in the form of a spiral or a special form, onto which is fed a high frequency current impulse. The principle of excitation of the contactless ultrasonic oscillations in the rail metal is effected as the EMA converter operates in simultaneous regimen, and its feeding is realized from the impulse generator pulsations. The coefficient of the converter with contactless means of exciting the ultrasonic oscillations is much smaller than with the piezoelectric converters.  Therefore, this means cannot be utilized for flaw detection by the echo method.  During operation of the reflecting shadow method, it is possible to obtain several ground reflections, which show promise for contactless means for rail flaw detection.]]></description>
      <pubDate>Thu, 01 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36706</guid>
    </item>
    <item>
      <title>TEST BENCH FOR CONTACTLESS ULTRANSONIC QUALITY CONTROL OF RAILS</title>
      <link>https://trid.trb.org/View/36707</link>
      <description><![CDATA[Practical achievement of a contactless means of rail inspection is possible only with the mechanized or automatic process of control.  For this purpose a test bench has been worked out in the scientific Research Institute of Bridges of the Leningrad Lenin Order Institute of Railroad Transportation Engineers named after Academician V.N. Obraztsov.  The bench contains two fundamental functional assemblies: a mechanical portion (mechanism for extension and fixation of the rail, and a magnetic biasing system with a mechanism for fixing the electromagnetic- acoustic inspection system) and an assembly stand with electronic apparatus. The location of the entire equipment complex is envisaged to be in the same place where operations are carried out.  This allows control before the beginning of the welding, and rejection of rails with defects in their basic metal, and secondly, utilization of the mechanism for extension and firm fixation of the rails on the table of a planing machine.  The figures include a block plan of the electronic portion of the bench, and a kinematic plan of the bench.]]></description>
      <pubDate>Thu, 01 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36707</guid>
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      <title>ELIMINATION OF EMBANKMENT SEDIMENTS</title>
      <link>https://trid.trb.org/View/36690</link>
      <description><![CDATA[In the Trans-Siberian, Trans-Baikal, and Far East roads located in permafrost regions, embankment sediments are widely distributed.  Two types of sediments can be distinguished.  The first type consists of soils in the embankment foundations, in the form of loams, sandy loams, and turf located at a certain depth (2.5-3.5 m.) in permafrost conditions or underlying more stable ground: sand, conglomerate rock.  The second type of sediment is distributed mainly on sections with heavy masses closely deposited on the surface of ice-impregnated permafrost soils.  Sediments of this type occur as well as the result of the compression of heavily moistened soils of the foundation.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36690</guid>
    </item>
    <item>
      <title>ANTI-HEAVING CUSHIONS OF GRANULATED SLAG</title>
      <link>https://trid.trb.org/View/36694</link>
      <description><![CDATA[It is possible to construct anti-heaving (anti-deformational) cushions from nickel granulated materials in the late fall and late spring frosts.  With correct design, and taking into consideration the properties of the material and high quality processing, such cushions are an effective and economical means for eliminating heaving.  Nickel slag has been used in the construction of a second track on the Serozak-Isakovo railroad run over a 1 m. anti-deformational cushion. Asbestos by-products were used as ballast, and covered as well the basic area's shoulders.  These granulated nickel slags have been used more and more widely over the past several years.  They are a by-product formed during smelting of nickel ores and quick cooling of the liquified (igneous liquid) metal in granulated regions.  The slags can be applied without auxiliary elaboration, enrichment, or fractioning.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36694</guid>
    </item>
    <item>
      <title>CALCULATION OF THE THICKNESS OF A HEAT-INSULATION PROTECTION FROM FOAM PLASTIC</title>
      <link>https://trid.trb.org/View/36697</link>
      <description><![CDATA[Generally defined are the necessary layers of the covering and the necessary relationship of the gaps to the areas of the slabs which ensure the depth of the soil freezing beneath the covering up to a given size (taking into consideration not permitting freezing below the covering). In table 1 are set out the basic calculation characteristics of the constructional foam plastics having limits of stability to a pressure of not less than 3 kilograms of force per square centimeter, which can be successfully utilized in the capacity of anti-heaving heat-insulating means.  Table 2 lays out analogous characteristics of several ballasts and soils.  The volume weight, thermal conductivity, and volume thermal capacity in foam plastics is many times smaller than in thawed and frozen ballasts and soils.  Table 3 provides technical indications for the relationship of the freezing depth of anti-heaving material to the freezing depth of the soil which is located above the level of the soil waters. Table 4 shows the results of calculations for two test sections.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36697</guid>
    </item>
    <item>
      <title>ELIMINATION OF HEAVING WITH FOAM PLASTIC PROTECTION</title>
      <link>https://trid.trb.org/View/36698</link>
      <description><![CDATA[A significant portion of our national railroads are in regions with bleak climates and permafrost.  The construction of the roadbed here has a series of peculiarities, one of which is the prevention of frost reception in the soils and the formation of heavings.  In winter freezing it is usual in depressions and on level spots that more or less equivalent heaving of the track occurs for great stretches, which practically does not cause inadmissible alteration of the profile.  In separate places, on the strength of some or another local reasons an equivalent heaving is destroyed and its local alteration appears in the form of protruberances, indentations, or drops in pressure, generally called heavings.  The observations of heavings on USSR railroads revealed that in approximately 40% of cases there are protruberances, in 57% indentations, and in 3% drops in pressure. Drying of the soil for the prevention of heaving turns out to be completely effective only when the drainages (including gutters) intercept the water of the permeable water-bearing layer which feeds the heaving soils: therefore it has a limited application.]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36698</guid>
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      <title>PROTECTION OF TRACK AGAINST AVALANCHES</title>
      <link>https://trid.trb.org/View/53472</link>
      <description><![CDATA[Technical instructions for the Far East network were recently approved for the construction of avalanche protection devices on sloping ground where avalanches are possible.  The Rail Transport Research Institute has been studying rational methods of avalanche protection since 1976 and work has resulted in the development of efficient support and wind control systems.  In view of the particular conditions on Sakhalin island, methods for designing buildings have been improved and ways developed for monitoring snowfall so as to be able to keep down the amount of snow accumulating on the slopes where avalanches are a serious possibilty.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53472</guid>
    </item>
    <item>
      <title>TECHNICAL METHODS OF TRACK MAINTENANCE</title>
      <link>https://trid.trb.org/View/65992</link>
      <description><![CDATA[The Track Department of the USSR's Ministry of Communication Routes has drawn up a programme of preventive maintenance which will be carried out according to technical methods developed by the Routes District Offices.  These methods will take local particularities into account and will follow the guidelines laid down in "Principles and techniques for carrying out major track maintenance work".  The methods used will be confirmed by the Head of each District.]]></description>
      <pubDate>Wed, 22 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65992</guid>
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