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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>CONTINUOUS MEASUREMENT AND CONTROL OF THE SPEED OF WAGONS SHUNTED OVER HUMPS</title>
      <link>https://trid.trb.org/View/13851</link>
      <description><![CDATA[The classical automatic marshalling yard with retarders, weigh rails, wagon rollability measurement, doppler radar speed measurement computers, etc. falls short of what is required.  Six new systems being developed in Europe are briefly described.  These systems will be evaluated by comparing the following quantities: installation costs, system capacity, annual maintenance costs, and shortcomings.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13851</guid>
    </item>
    <item>
      <title>RUNNING PROPERTIES OF ELECTRIC AND DIESEL MOTIVE POWER UNITS</title>
      <link>https://trid.trb.org/View/13853</link>
      <description><![CDATA[This report contains a comprehensive description of the theoretical bases, used on the riding properties of an electric locomotive as well as of the methods of measurement and evaluation applied.  In this connection, an account of the level which the development of these methods has attained is also given.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13853</guid>
    </item>
    <item>
      <title>DETONATOR OF OPTIMUM AUDIBILITY AND SAFETY</title>
      <link>https://trid.trb.org/View/13844</link>
      <description><![CDATA[This report is the result of an ORE inquiry into the uses of detonators as signalling devices.  Other types of devices are suggested which could replace or supplement detonators.  The report concludes by suggesting that torches should be used which burn long enough and bright enough to be seen while other means of protection can be explored.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13844</guid>
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    <item>
      <title>1964 EARTHQUAKE DAMAGES TO THE ALASKA RAILROAD</title>
      <link>https://trid.trb.org/View/13856</link>
      <description><![CDATA[The 536-mile Alaska Railroad, which operates from two tidewater ports, Seward and Whittier, on the north Pacific Coast, through to central interior Alaska suffered intense damage.  Some 200 miles of railroad were totally immobilized.  All communication with line points were disrupted.  The damage was such that it was impossible to use the railroad to reach the distressed areas.  In excess of 110 bridges were rendered unserviceable; miles of track were warped out of line and rails twisted. Landslides accounted for over 2 1/2 miles of lost grade, leaving rails suspended in mid-air.  The port and terminal facilities at Seward were all but wiped out by a combination of seismic action, tidal waves and fire. Whittier fared somewhat better, but was far from operable. Two hundred and twentyfive pieces of rolling stock were either lost or badly damaged.  The Railroad property loss was estimated at $35,000,000.  Photographs of some damaged areas are shown.  Railroad repair problems are briefly discussed.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13856</guid>
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    <item>
      <title>SHELLY RAIL STUDIES AT THE UNIVERSITY OF ILLINOIS</title>
      <link>https://trid.trb.org/View/13859</link>
      <description><![CDATA[Three rolling-load tests of induction-hardened rails from Japan averaged 2,715,000 cycles.  Two rolling-load tests of a standard carbon 115-lb rail averaged 3,063,000 cycles. Two rolling-load tests of 100-lb continuous-cast rail from Europe averaged 2,027,000 cycles.  Flame-hardened high-silicon rails failed at 1,005,800 cycles and 3,834,000 cycles.  Rolling-load tests of a series of rails flame-hardened at different speeds are reported.  One group averaged 2,947,000 cycles and the other two groups all failed at less than 1,000,000 cycles.  Rolling-load tests on one flame-hardened specimen from Dominion Steel Co. ran 3,857,000 cycles.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13859</guid>
    </item>
    <item>
      <title>INVESTIGATION OF FAILURES OF WELDED RAILS AT THE UNIVERSITY OF ILLINOIS</title>
      <link>https://trid.trb.org/View/13860</link>
      <description><![CDATA[Three weld failures are reported in 115-lb rail.  One was caused by poor fusion in the weld.  The second was believed caused by a flake of mill scale caught between the rail ends during welding.  The third failure was a web crack through the head on both sides of the weld.  Thirteen bend test are reported, which were made on full-section rails.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13860</guid>
    </item>
    <item>
      <title>QUALITY OF RAILS AND MEANS OF GUARANTEEING IT</title>
      <link>https://trid.trb.org/View/6987</link>
      <description><![CDATA[The revisions of the album of sample sulfur prints appended to UIC leaflet No. 860 for the supply of rails are summarized.  Results are reported of the correlation between performance of Thomas steel rails with test results. The object was to develop a single test or group of tests to project performance during the initial acceptance of the rails.  These tests show that with Thomas steel rails, there is a specific relationship between the results of the transverse tensile test, the compression test, the turning-by-stages test, the magnetic powder test, the dye penetration test, deep etching and the microscopic determination of silicate inclusions and the liability of the rails to "shelling" (dark patches), horizontal longitudinal cracks and transverse cracks.]]></description>
      <pubDate>Mon, 06 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6987</guid>
    </item>
    <item>
      <title>SYNTHETIC MATERIALS AND GLUED CONNECTIONS FOR RAILWAY ROLLING STOCK</title>
      <link>https://trid.trb.org/View/6985</link>
      <description><![CDATA[Fiberglass reinforced resin composites are desirable over metal structural components because of light weight, high elasticity, corrosion resistance, and high acoustic, electric and thermal insulation capacities.  Principal applications of synthetic materials for large components are discussed and include: end walls, framework and roof parts for locomotives; sliding doors and roofing for freight cars; vehicle bodies for refrigerator vans; and tanks for tank cars.]]></description>
      <pubDate>Wed, 24 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6985</guid>
    </item>
    <item>
      <title>DETECTION OF WHEELS WITH DEFORMED TREADS</title>
      <link>https://trid.trb.org/View/13858</link>
      <description><![CDATA[The operation of rolling stock with defection wheels can have a detrimental effect on the track, causing additional rail stress and ultimately rail breakage.  In addition, axleboxes and underframes can be damaged and to a lesser extent vehicle bodies.  The degree of damage depends on the depth and length of wheelflat and the train speed. Presently, harmful effects of defective wheels are controlled through the implementation of regulations which define tolerances for wheelflats and wheels with material accumulations.  Also, some administrations have adopted certain braking designs and procedures to minimize wheel damage.  However, it is suggested that what is needed is better detection methods for early identification of problems.]]></description>
      <pubDate>Fri, 06 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13858</guid>
    </item>
    <item>
      <title>PERMISSIBLE SPEED OF FREIGHT CARS ON CURVES</title>
      <link>https://trid.trb.org/View/13855</link>
      <description><![CDATA[In Part I, the dynamic effects due to lateral roll motion of a freight car are analyzed and the position of the resultant dynamic force with respect to center line of track for cars having 71, 85 and 99 inches combined center of gravity heights is calculated.  These calculations use data on the amplitudes of the lateral roll motion of a fully loaded 70-ton 55-ft gondola which were measures during an extensive series of running tests on the Lackawanna Railroad in 1955.  In Part II, calculations, based on extensive tests with freight cars having center-of-gravity heights of 71, 85 and 99 in with 3 11/16 in travel springs and conventional snubbing, were used to establish the elevation for curves and maximum permissible speeds for the operation of freight trains.]]></description>
      <pubDate>Fri, 06 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13855</guid>
    </item>
    <item>
      <title>DYNAMICS OF RAIL FAILURES IN THE TRACK</title>
      <link>https://trid.trb.org/View/13854</link>
      <description><![CDATA[The propagation conditions of the following defects were studied:  transverse cracks in the head; horizontal cracks in the head; and starcracking at fish-bolt holes.  The main object was to attempt to determine the length of time after the appearance of detection of the failures during which the rails could be left in the track before dangerous failure became imminent.  Laboratory tests failed to determine this time factor.  Field test results from the Paris suburban railway are briefly described for the three types of defects.  Laboratory measurement of transverse defects showed the electric method gave more accurate results than the ultrasonic method using pulse echoes.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13854</guid>
    </item>
    <item>
      <title>PREVENTION OF DERAILMENT OF GOODS WAGONS ON DISTORTED TRACKS</title>
      <link>https://trid.trb.org/View/13845</link>
      <description><![CDATA[A mathematical study is presented to determine the critical value of relative wheel unloading of the leading wheel of a freight car on a track twist.  Also determined are the maximum track twist which can safely be negotiated by a vehicle and the measures which need to be taken to adapt freight cars to meet the standard without modification of the torsional stiffness.  The standard adopted by the Specialists Committee B55 of the ORE is a maximum permissible relative wheel unloading equal to 0.6, at a maximum permissible track twist of 7 percent.]]></description>
      <pubDate>Mon, 05 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13845</guid>
    </item>
    <item>
      <title>WARNING DEVICES OTHER THAN DETONATORS</title>
      <link>https://trid.trb.org/View/13847</link>
      <description><![CDATA[Luminous torches for signalling used in Europe and Japan were tested as a part of the task of Specialist Commitee B92.  Work is now directed toward warning devices with a range of 2-3 km.  A Hertzian torch, which is a transmitter, would emit radio warning signals to a receiving device to be installed in every motive power unit.  Another solution would be the installation of transmission and reception devices on the motive power units, connected by inductive coupling through conductors along the railway track.  This method is especially advantageous in tunnnels and hilly terrain.  Cost comparisons are being made.]]></description>
      <pubDate>Mon, 05 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13847</guid>
    </item>
    <item>
      <title>GUIDING PRINCIPLES FOR THE DESIGN OF POINTS AND CROSSINGS</title>
      <link>https://trid.trb.org/View/13848</link>
      <description><![CDATA[Accelerations were analyzed with reference to comfort in passenger bogie coaches and two locomotives were used to ascertain the effects of the guide force on wear and fatigue of the switch fittings.  The object of these studies were to discern the influence of the following factors on accelerations and forces at various speeds: size of the angle of impact; radius of curvature of the turnout; transverse stiffness of the track; and characteristics of the vehicle suspensions.  An analogue computer and a digital computer were used for making the calculations.  Results of the calculations are shown.]]></description>
      <pubDate>Mon, 05 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13848</guid>
    </item>
    <item>
      <title>COMPOSITION BRAKE BLOCKS</title>
      <link>https://trid.trb.org/View/13839</link>
      <description><![CDATA[The research question is a determination of the limits of brake heeating applied to wheelsets with shrunk on tires. The limits were determined by measuring the time of constant braking before the tire loosened on the wheel.  As a result, the shrinkage allowance for shrunk on wheels should be placed at a high value and brake blocks used with such wheels should be selected for good thermal conductivity.]]></description>
      <pubDate>Mon, 05 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13839</guid>
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