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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>
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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>CYBERNETICS OF RAILROADS</title>
      <link>https://trid.trb.org/View/11539</link>
      <description><![CDATA[The problems of cybernetics application were divided into five groups and were discussed in five sections of the first international symposium on application of cybernetics on railroads. (1)  systems approach to the automation of transport processes, (2)  automation of specific transportation functions, (3)  application of EDP to administrative and accounting work, (4)  computerized mathematical methods for solution of transportation problems, (5)  equipment and facilities for assembly and transmission of information to computer centers.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11539</guid>
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      <title>RAILWAY TRANSPORT DURING 40 YEARS OF SOVIET REGIME FROM THE PLAN GOELRO--TO THE GENERAL PLAN OF THE ELECTRIFICATION OF RAILROADS</title>
      <link>https://trid.trb.org/View/11544</link>
      <description><![CDATA[A historical review of the electrification of Soviet railroads is presented.  The article begins with Plan GOELRO, around 1920 and includes highlights from six Five-Year Plans up to about 1957.  Estimated cost of electrification of one kilometer of level two track line is given as 580,000 rubles.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11544</guid>
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      <title>REVIEW OF A RUSSIAN ARTICLE CONCERNING THEIR APPROACH TO TRACK DESIGN AND MAINTENANCE</title>
      <link>https://trid.trb.org/View/11597</link>
      <description><![CDATA[Three means of reducing track maintenance are being instituted in Russia in order to counter the 30-60% reduction in productivity of gangs caused by heavy traffic. It is estimated that each kilogram of rail weight reduces cost of track maintenance by 1.4-1.6%.  Therefore use of the lightest size P-43 is being discontinued.  New standards of track design utilizing welded rail would reduce maintenance of way by 14-20%.  A 5 cm. increase of depth of ballast in 20 x 10 to the 6th power ton/klm. areas reduces labor cost by 5-7% and an annual reduction of stone by 500,000 cubic meters.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11597</guid>
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      <title>COMPARISONS OF LABOR PRODUCTIVITY ON THE RAILROADS OF THE U.S.S.R. AND U.S.A.</title>
      <link>https://trid.trb.org/View/11600</link>
      <description><![CDATA[A considerable number of comparisons are put forth about labor productivity between the two countries.  In the U.S.S.R., productivity of railroads is measured by tariff-ton-kilometers, while in the U.S.A., by ton kilometers, by measuring actual route miles traveled. Therefore, it would be correct to compare ton-kilometers of the U.S.A. with actual net ton-kilometers of U.S.S.R. railroads.  On the railroads of the U.S.S.R., work output is expressed in ton-kilometers per employee connected with operations--there is no comparable index calculated in the U.S.A.  On the basis of calculations, the level of work output on the U.S.S.R. railroads is about 25 percent lower than in the U.S.  Comparison between specific groups of employees in the U.S. and U.S.S.R. is included.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11600</guid>
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      <title>VERTICAL RESILIENCE OF RAIL ATTACHMENT FOR TRACK WITH CONCRETE TIES</title>
      <link>https://trid.trb.org/View/11595</link>
      <description><![CDATA[Stiffness of concrete tie track can be reduced by introduction of resilient pads under the rail; yet, if too much flexibility is introduced, there is danger of losing stability of the rail.  Thus arises the problem of selecting optimal resilience of the pads.  The system of the interaction of wheel and rail can be represented as a system with six degrees of freedom.  Selection of values for the various parameters is quite complex.  The author assumed the masses of various components taking part in the oscillation to be proportional to their deflection under a single concentrated force.  It was concluded that:  the reduction of joint stiffness for more universally used track reduces dynamic effect of wheel to rail action, reduces stresses in wheel and acceleration input to the car, the recommended value of stiffness is of the order of 100 x 10 to the third power Klg/cm, and the values of inertia force can be considered as a linear function of speed.]]></description>
      <pubDate>Fri, 06 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11595</guid>
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      <title>CAR ROLLING CHARACTERISTICS DATA DEVELOPED BY USSR RAILROAD</title>
      <link>https://trid.trb.org/View/11542</link>
      <description><![CDATA[The USSR Railroad collected data on car rolling characteristics on two hump yards.  Results are expressed in W - Kilograms/Ton resistance and were analyzed in the following groupings: by car weight; by speed of cars; by type of car; by ambient temperature; by weather conditions; for wind velocity.  Table I gives effect of wind on rolling resistance for various kinds of cars.  The larger discrepancy in flat cars is explained by the varieties of loads carried that would affect frontal area.  The tests established that the effect of weather on rolling resistance is not significant.  Since variations due to wind and weather were small, these variables were eliminated in development of distribution curves and evaluation of the other variables.  By use of statistical methods a mean value and standard deviations were calculated, extreme values eliminated, and a new mean determined.  Fig. 1 gives a distribution curve for both yards studied during the summer months.  The major number of cars have an average rolling resistance value.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11542</guid>
    </item>
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      <title>APPLICATION OF PERT TO ANALYSIS OF CLASSIFICATION YARD</title>
      <link>https://trid.trb.org/View/11596</link>
      <description><![CDATA[PERT analysis was applied to a yard outside Moscow. This yard was characterized by tracks of insufficient length, congestion, and low priority as far as possible mechanization.  It was therefore decided to apply PERT to improve operating practices and thus the performance of the yard.  It was found that an essential factor in the successful use of network planning of yard operation is advance knowledge of the arrival of trains and their consist.]]></description>
      <pubDate>Tue, 06 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11596</guid>
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      <title>PLANNING OF LOCOMOTIVE ASSIGNMENT</title>
      <link>https://trid.trb.org/View/11543</link>
      <description><![CDATA[A computer program was developed in 1965 on the Sverdlov Railroad utilizing "Ural 2" computer for planning locomotive assignment.  Analysis of the particular situation lead to consideration of several plans. 1.  Assignment of locomotives to certain train schedules for the whole planning period and then defining the best plan for train formation, taking into consideration those schedules to which the engines have been assigned. 2.  Planning of train consist, taking into consideration schedules, and then assigning locomotives to these consists. 3.  From input data determine time when consists and their locomotives are available and then, by use of "Transportation problem match locomotives and consists to the schedules through use of feedback.  The plan is corrected and improved and then the optimal plan is printed and issued. 4.  A step-by-step solution. As the first step, optimum assignment of locomotives to train consists.  Second step, assignment of consist to available schedules.  This is done utilizing the feedback system.  The first two methods do not guarantee an optimum solution; the last two methods do.]]></description>
      <pubDate>Mon, 22 Jan 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11543</guid>
    </item>
    <item>
      <title>REMOVAL OF OIL FROM THE RAIL</title>
      <link>https://trid.trb.org/View/11540</link>
      <description><![CDATA[Rail cleaning tests were conducted in the USSR using chemical, mechanical and thermal methods on a laboratory apparatus which was instrumented for contact pressure and friction.  It was concluded that: 1.  Basic cause of reduction of adhesion is the oil that is deposited on the rail from journal boxes, gear boxes and tank cars. 2.  For better operating conditions cleaning of track with steam containing ML-2 compound is recommended.]]></description>
      <pubDate>Mon, 22 Jan 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11540</guid>
    </item>
    <item>
      <title>AUTO-DISPATCHING</title>
      <link>https://trid.trb.org/View/11541</link>
      <description><![CDATA[An automated dispatcher system was developed and tested by the Moscow Railroad and Leningrad Railroad Institute. The system tried consisted of six fundamental components: 1.  Controlling calculating machine 2.  Centralized traffic control system, 3.  Interfacer to connect computer and CTC, 4.  Equipment at the dispatcher location will provide communication with the computer, 5.  Communication with end terminals, 6.  Logic program for direction of the computer, for various conditions of dispatching. Three series of tests (using Ural-1, Ural-4 and Dnepr-1) showed that the autodispatcher increased average speed of freight trains by 5-8%.  This will produce savings of 200-300 thousand rubles per year on a division of 200-300 klm.  This is against an expenditure of 500,000 rubles for two computers and 30-50 thousand rubles/year for additional maintenance.  The system will thereafter pay for itself in about 3 years.]]></description>
      <pubDate>Mon, 22 Jan 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11541</guid>
    </item>
    <item>
      <title>ON RESISTANCE OF TIES TO MOVEMENT</title>
      <link>https://trid.trb.org/View/11537</link>
      <description><![CDATA[Some 900 tests on displacement in the transverse direction to the centerline of the track laid on wooden ties and with ballast in normal state were conducted in Russia.  The curve obtained between force and displacement shows continuous increase of force with displacement reaching a maximum of 946 klg. for the displacement of 5 cm.  A second series of tests was conducted near a structure that supplied an anchor point permitting to apply pull on three ties simultaneously.  In displacement of ballast up to .75 cm the resistance increases rapidly and continues to increase up to 2.75 cm displacement.  At the end of movement equal to 5 cm the force reaches 486 klg.  The resistance of the ballast in the shoulder decreases from 51 Klg. for 75 cm displacement to 18 Klg. at 5 cm.  These experiments indicate that the ties have a tendency to wedge between the ballast and the base of both rail strings with results that a force of 2500-3000 klg. is required to move them either in or out.]]></description>
      <pubDate>Mon, 22 Jan 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11537</guid>
    </item>
    <item>
      <title>RUSSIAN MAINTENANCE PRACTICES FOR DIESEL LOCOMOTIVES</title>
      <link>https://trid.trb.org/View/11538</link>
      <description><![CDATA[Russian railroads strongly follow the philosophy of preventive maintenance.  The schedule of work is controlled both by mileage and time.  In 1961 a program was put in operation by order of the Ministry of Railroad Transport, setting certain norms for the mileage between major overhauls.  Tables show actual distance between locomotive overhauls as compared to prescribed norms; distribution of defects by component (of the locomotive); and the cost of major maintenance vs cost of overhaul for various locomotive component parts.]]></description>
      <pubDate>Mon, 22 Jan 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11538</guid>
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