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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>THE CHAIRMAN'S ADDRESS--MAINTENANCE ON THE MOVE</title>
      <link>https://trid.trb.org/View/11654</link>
      <description><![CDATA[The following topics are discussed: maintenance control, Including cost control, and centralized records office procedures; electrification; design of diesel and electric locomotives and freight cars; and track and vehicle maintenance equipment.]]></description>
      <pubDate>Sun, 04 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11654</guid>
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      <title>FIRE PRECAUTIONS IN LOCOMOTIVES AND ROLLING STOCK</title>
      <link>https://trid.trb.org/View/5035</link>
      <description><![CDATA[Presentation concerning the types of fires on British Railways, the causes, and discussion concerning the means to avoid such hazards.  Discussion includes types of extinguishing systems, detecting equipment, and types of equipment.  Locomotives, passenger and freight cars, as sources of fires, are among the topics included, as are materials which are hazardous as inflammables and sources of toxic gases.  Discussion between members is included.]]></description>
      <pubDate>Mon, 13 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5035</guid>
    </item>
    <item>
      <title>A REVIEW OF THE FIRST THREE YEARS OPERATION OF THE NEW TOKAIDO LINE</title>
      <link>https://trid.trb.org/View/5100</link>
      <description><![CDATA[Discusses the aspects of the operation of the New Tokaido Line in Japan.  The history of the line, reasons for the construction are included.  The aspects of multiple train units and technical description, the design of catenary and collection system, aerodynamic considerations are also included.  Finally, the maintenance of the train and all of its systems is discussed.  The maintenance schedule of the units is detailed as well as the revenue and expenditures of the operation.]]></description>
      <pubDate>Wed, 28 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5100</guid>
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      <title>DESIGN AND MAINTENANCE ASPECTS OF FREIGHT ROLLING STOCK RELATIVE TO THE EFFECTS ON THE TRACK</title>
      <link>https://trid.trb.org/View/5139</link>
      <description><![CDATA[A modern Railway has grown up in this country with new and more powerful forms of traction and improved signaling and track, but the majority of wagons in use still consist of small four-wheelers, the basic design of which has not changed for over 50 years.  These wagons incorporate a 'Box-on-Wheels' design which was robust and cheap, suitable for the low axle weight, low speeds, and low utilization of their day.  They are, however, incapable of meeting today's conditions of high utilization and speeds without an unacceptable degree of maintenance and inspection.  Until recently very little was known of the behaviour and design parameters necessary for high-speed wagons, and because of this, in 1963 when it became obvious that improved wagon suspension was required B.R. adopted the U.I.C.  Double Link Suspension.  This was a proven design which was, and still is, in wide use on the Continent, but here again problems arose when operating at higher speeds and axle loads permitted in this country.  These problems concerned the rapid wear of the links and saddles due to the friction necessary for lateral damping and spring failures caused by the torsion induced in the spring superimposed on the normal vertical loading.]]></description>
      <pubDate>Wed, 28 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5139</guid>
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    <item>
      <title>COMMUNICATION DEVELOPMENTS IN THE RAILWAY INDUSTRY</title>
      <link>https://trid.trb.org/View/11639</link>
      <description><![CDATA[Communications systems in use in 1969 by Dutch, German, Swiss, French, and British railways are discussed.  British systems favor inductive and direct contact systems, whereby the other railways studied preferred radio communication. Radio offers the greater amount of flexibility, which makes it attractive for a transportation system.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11639</guid>
    </item>
    <item>
      <title>COMPOSITION BRAKE BLOCKS AND TYRES</title>
      <link>https://trid.trb.org/View/11640</link>
      <description><![CDATA[This paper describes some of the problem which have arisen from the use of composition brake blocks in the past.  For at least two of these, wet stopping performance and thermal cracking, there is now an understanding of the problem and possible solutions.  Present-day production has also resulted in blocks free from the other difficulties.  Other methods of avoiding the dangers associated with thermal cracking have been indicated: these involve moving away from the classic wheel and tire arrangement and the materials which have persisted for many years.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11640</guid>
    </item>
    <item>
      <title>AIR BRAKE EQUIPMENT: PERFORMANCE AND MAINTENANCE</title>
      <link>https://trid.trb.org/View/11681</link>
      <description><![CDATA[This paper discusses some of the more troublesome problems that have been experienced together with the remedies and maintenance procedures adopted to overcome them on air brake equipment.  These problems relate to (1) teething troubles which require modifications to equipment, (2) training of both the operating and maintenance staff, (3) having to maintain a more sophisticated system of braking which has tight operating tolerances, and (4) operating two completely different systems during the transition period. In conclusion it is important to emphasize that the two-pipe air brake system as adopted by British Railways for locomotive-hauled trains, is considered to give the best performance that can be obtained from a purely pneumatic system, being second only to the electro-pneumatic brake such as is used on electric multiple units.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11681</guid>
    </item>
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      <title>TWENTY YEARS' EXPERIENCE WITH DIESEL RAILCARS</title>
      <link>https://trid.trb.org/View/11653</link>
      <description><![CDATA[The following topics are discussed:  Bodies--A short discussion on the relative merits of light alloy and steel construction together with some notes on our experience with various materials used in the passenger areas and finally a discussion on the problems of heating this type of vehicle.  Bogies--Some notes on the problems which have been associated with the brake gear, followed by a discussion of the riding problems experienced with these vehicles and then some notes on the problems which were encountered with axle design.  Power Equipment--A short discussion on the relative merits based on experience of gear boxes and torque converters.  Some notes on the various problems which have been associated with the final drive units and lastly notes on the performance.]]></description>
      <pubDate>Thu, 22 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11653</guid>
    </item>
    <item>
      <title>RAILWAY BREAKDOWN SERVICES</title>
      <link>https://trid.trb.org/View/5101</link>
      <description><![CDATA[The author discussed the changed conditions brought about by the streamlining and rationalization of the railway system, the newer and more sophisticated locomotives and rolling stock, and the changing pattern of traffic.  What effect on breakdown practice has been brought about by the extension of overhead electrification?  What features are considered necessary in a modernized design of breakdown crane?  What new problems have arisen in breakdown train practice due to the newest forms of rolling stock?  Is the powered jacking system the answer?  Are breakdown trains in need of modernization, or is there a greater need for a development of more road vehicles for this work?  What is the impact on staffing of breakdown trains in the light of changed railway and social factors?]]></description>
      <pubDate>Thu, 13 Dec 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5101</guid>
    </item>
    <item>
      <title>TOWARDS HIGHER SPEEDS</title>
      <link>https://trid.trb.org/View/5140</link>
      <description><![CDATA[It is essential that track design and locomotive design should be considered together as a single joint problem. Present bogie damper designs for both locomotives and coaches must be developed to the stage where they give satisfactory performance for 150,000 miles.  Existing carriage brake gear is inadequate for braking from any higher speed than 100 miles/h and has shown itself not to be able to withstand the buffeting which it gets without costly maintenance.  Passenger standards for comfort require future stock to be noise-proof and probably, air-conditioned.  Studies of sustained higher speed led to several design changes to such things as carriage brakes, the vehicle suspension of both locomotives and carriages, of the overhead contact catenary on electrified lines and so on.  They also focused attention upon the importance of the weight, both sprung and unsprung, on the axles of locomotives and the effect their characteristics have on the permanent way and upon its maintenance.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5140</guid>
    </item>
    <item>
      <title>GAS TURBINE LOCOMOTIVES OF THE UNION PACIFIC RAILROAD</title>
      <link>https://trid.trb.org/View/5097</link>
      <description><![CDATA[Until recently, there was only one place in the world where gas turbine locomotives could be seen regularly at work and this was in the U.S.A.  The author took the opportunity to look at one of the 8500 h.p. locomotives at the U.P.R.R. Maintenance Depot, Council Bluffs, Iowa and was privileged to discuss their performance with the U.P. Engineering Staff at their Headquarters in Omaha, Nebraska.  Thirty of these locomotives were introduced in 1958 and were specially built for heavy Trans-Continential freight trains.  Thie paper is not a technical appraisal of these units as time was very limited, but rather an account of some of the more practical aspects of the locomotive of interest.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5097</guid>
    </item>
    <item>
      <title>PANTOGRAPHS FOR HIGH-SPEED RUNNING</title>
      <link>https://trid.trb.org/View/5098</link>
      <description><![CDATA[A--Simplified method for the analysis of dynamic stresses and movements occurring in collection by a pantograph under the contact wire.  B--Design of an FD Mini-Pantograph (40 cm. lift).  C--Theoretical study of a double panograph with dual damping.  D--1.5 kV pantograph for high-speed collection under a 63 m. span 1500 V. contact wire.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5098</guid>
    </item>
    <item>
      <title>THE DEVELOPMENT OF THE PANTOGRAPH FOR HIGH-SPEED COLLECTION</title>
      <link>https://trid.trb.org/View/5099</link>
      <description><![CDATA[After a brief illustrated account of the main types of pantograph available, the paper deals with the basic factors that influence design.  Some preliminary considerations including dimensional limitations, transverse rigidity, contact pressure, system voltage, current rating and pan profiles are dealt with and the relative merits of frame and roof-mounted air motors considered.  The paper then discusses aerodynamic behaviour and its effect on the quality of contact together with the problems that arise due to snow and ice formation.  Factors affecting contact strip wear are mentioned and an analysis of strip life obtained on various railway systems using different materials is given.  The merits of contact surface lubrication are also noted.  Comment is made regarding the maintenance aspect, with particular reference to contact strip and pan head renewal.  Reviews present trends in collector head development, including leaf springs, rubber suspension elements and pan head damping.  The prospects of materials such as carbon reinforced plastics for articulated frames, and resin bonded glass fibre insulators are discussed.  Protective devices to safeguard both pantograph and overhead are mentioned and details of the constant wire height scheme to be developed by the French Railways are included.  In conclusion, a brief description is given of the slewing technique being tested by Swedish Railways for the pantographs of vehicles with automatic tilting suspensions.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5099</guid>
    </item>
    <item>
      <title>BRITISH RAILWAY'S EXPERIENCE WITH PANTOGRAPHS FOR HIGH-SPEED RUNNING</title>
      <link>https://trid.trb.org/View/12062</link>
      <description><![CDATA[Reference is made to the factors which govern the design of the pantograph and the need to relate its performance to the dynamic behavior of the overhead line equipment and locomotive or electric multiple unit set body throughout the speed range.  Some difficulties which were experienced in operating at speeds up to 100 mi/hr and the measures taken to overcome these are described.  Some lines of further development to make the pantograph suitable for operation at higher speed are suggested.]]></description>
      <pubDate>Mon, 02 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12062</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF THE PANTOGRAPH FOR HIGH-SPEED COLLECTION</title>
      <link>https://trid.trb.org/View/12063</link>
      <description><![CDATA[The basic factors that influence pantograph design are discussed and include dimensional limitations, transverse rigidity, contact pressure, system voltage, current rating and pan profiles.  The relative merits of frame and rool-mounted air motors are considered, a long with aerodynamic behavior and its effect on the contract quality and the problems that arise due to snow and ice formation. Factors affecting contact strip wear are discussed and an analysis of strip life obtained on various railroad systems using different materials is given.  The merits of contact surface lubrication are also discussed.]]></description>
      <pubDate>Mon, 02 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12063</guid>
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