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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Mixed metal oxide-coated titanium alloy reinforcement for ultra-durable coastal transportation infrastructure -&gt; bridging toward infinity (OSU)</title>
      <link>https://trid.trb.org/View/2663234</link>
      <description><![CDATA[The proposed research will develop and validate a novel class of mixed metal oxide (MMO)–coated titanium alloy structural bars (TiABs) for coastal transportation applications. The bars combine high mechanical performance with integrated corrosion resistance to deliver next-generation, ultra-durable infrastructure. Conventional reinforcing steel is prone to chloride-induced corrosion that requires ongoing maintenance and remediation costs leading to shortened service life and more frequent replacement. This proposal seeks to protect conventional steel bars by integrating them with MMO-coated TiABs. TiABs naturally form a stable passive oxide film that provide exceptional corrosion resistance. By adding MMO coatings to them, including RuO₂ or IrO₂ formulations that are widely used in cathodic protection systems, the TiAB coated bars are expected to have high conductivity, low consumption rates, and remain structurally stabile over decades. Combining and leveraging the MMO and TiAB properties, the proposed approach will provide load-bearing elements and long-life corrosion-resistant members and can function as active, dimensionally stable anodes within an impressed-current cathodic protection scheme to protect a bridge from corrosion damage.
The research will (1) design and fabricate titanium alloy bars with MMO coatings with endurable integrity; (2) characterize the mechanical, fatigue, and electrochemical performance under simulated bridge service environments (chloride exposure, wet/dry cycling, combined mechanical stresses); (3) test large-scale structural elements (column specimens) incorporating the coated bars, to evaluate structural performance and durability; and (4) develop design guidelines, life-cycle cost models, and construction details tailored to field implementation. Success in this project would produce a structural reinforcement technology capable of dramatically extending bridge service life, reducing maintenance costs, and improving resilience for the especially harsh marine environments. Through testing, modeling, and design, this work aims to establish a viable path for adoption of titanium + MMO systems in next-generation infrastructure to provide exceptionally long-lived bridges.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:19:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663234</guid>
    </item>
    <item>
      <title>Drilling Methods for Controlling Exit Burr Height in CRES Material Stacks</title>
      <link>https://trid.trb.org/View/2582828</link>
      <description><![CDATA[The Electroimpact Automatic Fan Cowl Riveter uses two novel drill processes to control exit burr height and achieve the required hole quality in CRES (Corrosion-Resistant Steel, also called stainless steel) material stacks. Both processes use piloted cutters on the OML (Outer Mold Line, referring to the exterior surface of an airframe) side, and two different tools are used in a backside spindle on the IML (Inner Mold Line, referring to the inside surface of an airframe) side of the component. The first process uses a shallow-angle shave tool in the IML spindle to directly control the exit burr height after it is produced by the OML spindle and is called the “burr shave” technique. The second process uses a countersink tool in the IML spindle and produces an “intermediate countersink” after the pilot hole is drilled by the OML spindle, but before the final hole diameter is drilled. These drill processes were able to achieve the required hole quality in a challenging CRES material stack, which allows the machine to be qualified for one-up assembly of the component.]]></description>
      <pubDate>Wed, 06 Aug 2025 09:30:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582828</guid>
    </item>
    <item>
      <title>Structure and Protective Properties of Plasma-Sprayed Coatings</title>
      <link>https://trid.trb.org/View/2407694</link>
      <description><![CDATA[To substantiate the expansion of the area of application of plasma technology in the restoration of parts of ship equipment, the suitability of wear-resistant coatings applied by powder alloys in a plasma stream, under different conditions of external exposure: under conditions of cyclic contact pulse loading, cavitation wear and in conditions of liquid sliding friction were investigated. Wear-resistant coatings were obtained by plasma flow sputtering with intermetallic Ni-Al and Ni-Ti powder alloys, as well as with powder Ni-Cr-B-Si-C alloy, hardened with carboride phases. Bench and operational tests showed the expediency of using the coatings obtained with the use of modern plasma technologies for restoration and hardening of parts working in difficult conditions of cavitation and hydroabrasion wear, as well as in mating sliding friction pairs. The coating sprayed with a powder of intermetallic Ni-Al alloy showed a higher resistance under shock cyclic action and abrasion under liquid friction than other studied materials. Coating with a self-fluxing Ni-Cr-B-Si-C powder alloy hardened with carbon-boride solid phases loses individual particles during sliding friction. These solid fragments play the role of abrasive in the friction zone, leading to rapid wear of the mating pairs. Such coating without its additional heat treatment is not recommended for the restoration of surfaces operating in sliding friction pairs.]]></description>
      <pubDate>Wed, 19 Mar 2025 10:12:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407694</guid>
    </item>
    <item>
      <title>Review of Mechanical Properties of Basalt Fibre-Reinforced Polymer
          Composites for Automotive Applications</title>
      <link>https://trid.trb.org/View/2505825</link>
      <description><![CDATA[The industrial world focuses on developing eco-friendly, natural fibres such as                     reinforcing lightweight, inexpensive compounds in modern days. Basalt, a rare                     phenomenon, derives its origins from molten volcanic rocks, which is essential                     for their cost-effectiveness and offers different glass fibre properties. High                     mechanical strength, outstanding wear resistance, and exceptional durability in                     a variety of environmental conditions are all displayed by basalt fibres. These                     fibres are ideal for reinforcing polymer composites because of their mechanical                     properties at high temperatures. Furthermore, basalt fibres are appropriate for                     long-term applications because they resist corrosion and degradation while                     maintaining structural integrity over time. This article provides a brief                     overview of basalt fibres as a substitute for glass fibres and as composite                     materials. Additionally, attempts are being made to draw attention to the                     expanding field of basalt fibre research. In the review, studies conclude by                     discussing the evolution of mechanical properties derived from the industrial                     use of reinforced basalt fibre compounds.]]></description>
      <pubDate>Thu, 06 Feb 2025 15:49:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2505825</guid>
    </item>
    <item>
      <title>Corrosion Properties of Aluminium 7075 Basalt Particulate Reinforced
                    Metal Matrix Composite Prepared by Stir Casting</title>
      <link>https://trid.trb.org/View/2483049</link>
      <description><![CDATA[Basalt-based products are known to provide substantial wear and corrosion                     resistance even in harsh environments. This paper aims to explore the stir                     casting technique as an efficient way to reinforce basalt particulates into                     Aluminium (AA7075). The properties such as hardness, ultimate tensile strength                     with corrosion behaviour of the composites were evaluated and compared with                     as-cast AA7075 fabricated under the same conditions. It is evident from the                     results that an increase in basalt particulate content significantly increases                     the ultimate tensile strength of 216 MPa and hardness of 123 VHN. The mechanism                     of bonding between basalt particulate and aluminum alloy at the interface was                     studied using scanning electron microscopy (SEM). AA7075 matrix composites                     exhibited better corrosion resistance and they showed enhancement in thermal and                     mechanical properties.]]></description>
      <pubDate>Mon, 30 Dec 2024 11:53:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2483049</guid>
    </item>
    <item>
      <title>The Influence of Mn addition on corrosion resistance of secondary AlSi7Mg0.3 alloys with higher Fe content</title>
      <link>https://trid.trb.org/View/2319447</link>
      <description><![CDATA[This paper focuses on the study of secondary AlSi7Mg0.3 alloy with higher Fe content with the addition of manganese as well as applied heat treatment. The quantitative analysis was performed to investigate the influence of higher Fe content on the shape and amount of Fe-rich intermetallic phases. AUDI test as a form of corrosion testing was carried out with the aim of analysing the corrosion resistance of tested alloys. The influence of higher Fe content, the addition of manganese, and applied heat treatment were investigated. Secondary AlSi7Mg0.3 alloy has a wide range of applications in the automotive industry and therefore, it is crucial for these alloys to be resistant to corrosion and to have all the needed properties.]]></description>
      <pubDate>Thu, 18 Apr 2024 17:07:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2319447</guid>
    </item>
    <item>
      <title>Evaluation of Coated and Uncoated Inserts of the Cutting Tool for
          Improved Machinability of Inconel 825 Alloy</title>
      <link>https://trid.trb.org/View/2348454</link>
      <description><![CDATA[The limitations of commonly used materials such as steel in withstanding high                     temperatures led to exploring alternative alloys. For instance, Inconel 825 is a                     nickel-based alloy known for its exceptional corrosion resistance. Thus, the                     Inconel 825 is used in various applications, including aerospace, marine                     propulsion, and missiles. Though it has many advantages, machining this alloy at                     high temperatures could be challenging due to its inadequate heat conductivity,                     increased strain hardening propensity, and extreme dynamic shear strength. The                     resultant hardened chips generated during high-speed machining exhibit elevated                     temperatures, leading to tool wear and surface damage, extending into the                     subsurface. This work investigated the influence of varying process settings on                     the machinability of Inconel 825 metal, using both uncoated and coated tools.                     Optimal surface roughness (Ra) machining conditions were found by considering                     factors such as depth of cut, cutting speed, feed rate, and other parameters.                     The major objective of the present work was to enhance the machinability of                     Inconel 825 by considering the surface finish values. The results revealed that                     the favorable surface roughness (SR) values for machining Inconel 825 in an                     automated lathe were attained under lubricated coated conditions with a cutting                     speed of 100 m/min, feed rate of 0.06 mm/rev, and cutting depth of 0.7 mm.]]></description>
      <pubDate>Mon, 04 Mar 2024 16:12:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2348454</guid>
    </item>
    <item>
      <title>Necessity and suitability of in-line inspection for corrosion resistant alloy (CRA) clad pipelines</title>
      <link>https://trid.trb.org/View/2231017</link>
      <description><![CDATA[This paper outlines the necessity and suitability of in-line inspection (ILI) using intelligent pigging for Corrosion Resistant Alloy (CRA) subsea clad pipelines through an incident that occurred during a baseline survey performed on a 20-inch y CRA clad pipeline of 2.7 km long. In this incident, an ultrasonic (UT) intelligent pigging tool was impacted and resulted in damage to the pipeline's clad layer. This damage was due to the collosion of the sealing pigs with the rear of the UT intelligent pigging tool, resulting in the UT intelligent pigging tool to get stuck and stop at the end of the pipeline. Pressure surges were used to dislodge the UT intelligent pigging tool, but caused the UT pig to be crashed into the pig receiver, resulting in severe damage to the UT pigging tool. The analysis of the metal swarf recovered from the pig receiver revealed that the damage was limited to the pipeline's clad layer. It was also revealed that a bypass has occurred to the sealing pigs causing damage to the sensor carriers of the intelligent pigging tool.]]></description>
      <pubDate>Mon, 28 Aug 2023 09:19:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2231017</guid>
    </item>
    <item>
      <title>Fracture Resistance of Modern Bridge Steels</title>
      <link>https://trid.trb.org/View/2149655</link>
      <description><![CDATA[In a previous paper, the authors compared the fracture resistance of High-Strength Low-Alloy Steel Shapes of Structural Quality, Produced by Quenching and Self-Tempering Process (QST), ASTM A 913M Grade 345, to that of High-Strength Low-Alloy Columbium-Vanadium Structural Steel, ASTM A 572M Grade 345. The former was at that time a relatively new high-performance steel while the latter is still today the most commonly used steel for painted bridges. Since then, the authors have tested additional fracture toughness specimens made of different types of steels. Of particular interest here are the tests of specimens made of High-Strength Low-Alloy Structural Steel with 345 MPa Minimum Yield Point to 100 mm Thick, ASTM A 588M, and Carbon and High-Strength Low-Alloy Structural Steel Shapes, Plates, and Bars and Quenched-and-Tempered Alloy Structural Steel Plates for Bridges, ASTM A 709M Grade HPS-485W. The former is the steel of choice for unpainted bridges. The latter is a more modern steel developed in a joint effort by the Federal Highway Administration, U.S. Navy, and American Iron and Steel Institute. A 709M Grade HPS-485W, a weathering-type steel, has corrosion resistance similar to that of A 588M steel. As a follow-up to the previous paper, the fracture resistance of the A 709M Grade HPS-485W steel is hereafter compared to those of the A 572M Grade 345, A 588M and A 913M Grade 345 steels. It should be noted that when the supplementary requirements of A 709M are specified, that is, when a steel is used in bridge construction, the A 572M Grade 345 and A 588M steels are accepted under A 709M as Grade 345 and Grade 345W respectively. For ease of reference, the four subject steels will be referred to herein as A572, A588, A913 and HPS.]]></description>
      <pubDate>Thu, 20 Apr 2023 17:17:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2149655</guid>
    </item>
    <item>
      <title>Current State of Simulated Deck Samples Cast with Corrosion Resistant Alloys (&gt;16 years)</title>
      <link>https://trid.trb.org/View/2023819</link>
      <description><![CDATA[The proposed research will assess the current state of corrosion resistant alloy (CRA) rebars embedded in concrete after prolonged outdoor exposure. Samples were prepared with several types of CRAs. The sample geometry is known as simulated deck slabs. Several sets of samples were prepared between 2003 and 2006. The SDS samples were exposed to 15% by wt NaCl solution for at least 10 years (1 week wet and 1 week dry). The samples that remain have higher grade CRA rebars. After that the samples continued to be exposed outdoors but the NaCl solution was not refreshed as frequently and during the last five years no additional NaCl solution has been added. The solution reservoirs on many samples have deteriorated and there is no longer a top on most of them. Chlorides from ocean spray deposit onto the top of the sample that modestly add to those already on the sample. Besides the outdoors samples, there are two SDS samples exposed indoors that were prepared with a duplex stainless steel in 2008 and these samples were subjected to accelerated chloride transport.  Electrochemical tests and rebar potential will be measured periodically on selected samples. At least five samples will be forensically analyzed. Besides characterizing the rebar surface conditions, the chloride concentration above the rebar trace will be measured.]]></description>
      <pubDate>Fri, 16 Sep 2022 11:28:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2023819</guid>
    </item>
    <item>
      <title>Investigation of Hot Corrosion Behavior on QE22A-Magnesium Silver
                    Alloy through Steaming Method</title>
      <link>https://trid.trb.org/View/1930442</link>
      <description><![CDATA[
                
                The hot corrosion studies for the die-casted magnesium (Mg) silver (Ag) alloys
                    are carried out through the steam heating route. The Magnesium Silver (QE22A)
                    alloy is fixed under the top lid of the pressure cooker (2 liters) and filled
                    with water and 5% salt (NaCl) solution. The specimens are treated with different
                    time intervals (10, 20, and 30 minutes), with the steam temperature maintained
                    at 100°C around the specimen. The results showed an increase in the corrosion
                    rate with the increase in the steaming time. Further, after the specimens have
                    cooled down to room temperature, similar experiments are repeated for the second
                    and third cycles. Here the formation of the oxide layers over the specimen has
                    reduced the corrosion rate. The structural, surface study was carried out
                    through scanning electron microscopy (SEM), X-ray diffraction (XRD), and
                    energy-dispersive spectroscopy (EDS) to know the corrosion behavior on the
                    specimen. From the microstructure, it is noticed that the average grain size
                    increased with the increase in the time intervals. Through SEM images, detailed
                    studies on the crack length and pitting width were carried out. Finally, a
                    comparison of pure and corroded alloys is made and discussed in detail.
            ]]></description>
      <pubDate>Tue, 22 Mar 2022 10:14:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1930442</guid>
    </item>
    <item>
      <title>Testing, simulation and design of offshore lined pipes under axial compression</title>
      <link>https://trid.trb.org/View/1900512</link>
      <description><![CDATA[As one of the means to inhibit offshore pipeline corrosion, lining a thin layer of stainless steel within the carbon steel pipeline provides an economical and durable design. Current design codes EN1993-1-1 and DNV–OS–F101 ignore the contribution of the liner pipes towards the cross-section capacity, which might lead to inefficient design. The focus of this study is to investigate the interaction of the two pipe layers arises during manufacture and the development of local buckling of the lined pipe under compression. Experiments to study the interaction behaviour of the liner pipe and the outer pipe, including saw tests and ring-split tests were performed. Then a series of short lined pipes were tested under axial compression, with a built-in camera to capture the development of liner wrinkling. After the tests, numerical models were developed and validated, and a series of parametric studies were conducted. The obtained test and FE results were used to assess the applicability of the codified provisions for the design of lined pipes under compression. Improved design method was developed considering the liner pipe contribution and material strain hardening. The proposed approach provides better prediction accuracies on the structural behaviours of lined pipes under axial compression.]]></description>
      <pubDate>Mon, 24 Jan 2022 17:26:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1900512</guid>
    </item>
    <item>
      <title>High Strength Corrosion Resistant Steel for Aircraft Landing Gears and Structures</title>
      <link>https://trid.trb.org/View/1859082</link>
      <description><![CDATA[High stressed aircraft landing gear and structural components are subjected to severe loading, corrosion and adverse environmental conditions. Materials such as high strength steels and high-strength titanium alloys are widely used for those critical components. The main criterions for choosing the materials are their strength and fatigue strength, toughness and ductility.300M steel is widely used for high stress aircraft landing gears and structures; however, this steel is not corrosion-resistant and requires protective coatings.Cobalt-free, quenched and tempered high strength corrosion resistant steel alloy (“HSCR steel”) provides the same strength, ductility, and toughness as the 300M steel and while it possesses corrosion resistance in salt spray test. HSCR steel has showed no rust after the standard salt spray test in accordance with ASTM B117 using a 5% NaCl concentration, natural pH, at 95°F, for 200 hours test duration.Aircraft applications of the wrought HSCR steel include landing gear components, rotatable shafts, actuators, flap tracks, slat tracks, fasteners, and others.Besides forging, the aircraft components can be manufactured from HSCR steel powders by:(NNS) followed by finish machining/surface finishing and heat treatmentModification of the HSCR steel is applicable for vacuum and investment casting of aircraft hydraulic fluid system, motion control and actuation system, cargo system, and flight safety components.HSCR steel is a low cost alternative of Ti-6Al-4V alloy. The components made from Ti- 6Al-4V alloy can be substituted by the same weight components made from HSCR steel due to HSCR steel possesses slightly higher specific stiffness and specific strength (ratio of modulus elasticity and ultimate tensile strength to density) and slightly lower ductility and toughness compared to Ti-6Al-4V alloy.Industrial production of HSCR steel is underway.]]></description>
      <pubDate>Mon, 26 Jul 2021 15:48:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1859082</guid>
    </item>
    <item>
      <title>Investigation on Microstructure and Mechanical Properties of Corrosion Resistance Alloy C-2000 Fabricated by Conventional Arc Welding Technique</title>
      <link>https://trid.trb.org/View/1660537</link>
      <description><![CDATA[In the current work the metallurgical and tensile properties of the weld joints of alloy C-2000 were investigated. Welding technique employed in this study is Tungsten Inert Gas Welding (TIG) and Pulsed Current Tungsten Inert Gas (PC-TIG) welding with autogenous mode and Ni-Cr-Mo rich ERNiCrMo-10 filler wire. The results show that PC-TIG weldment obtained the refined microstructure compared to the TIG weldment. Energy dispersive spectroscopy (EDS) showed the extent of Cr segregation was observed in all the weldments. PC-TIG welding shows reduced segregation compared to the corresponding TIG. X-ray diffraction (XRD) corroborated the existence of Ni3Cr2 phases in the weld fusion zone. Tensile test results show the PC-TIG weldment obtained marginally higher tensile properties comparing over the corresponding TIG weldment. The strength of the weldments is inferior in all cases in comparison to base metal.       ]]></description>
      <pubDate>Mon, 02 Mar 2020 09:22:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1660537</guid>
    </item>
    <item>
      <title>Interaction behavior between outer pipe and liner within offshore lined pipeline under axial compression</title>
      <link>https://trid.trb.org/View/1584648</link>
      <description><![CDATA[When transmitting highly corrosive offshore hydrocarbons, one economical approach is lining internally a thin corrosion resistance alloy (CRA) layer within an ordinary carbon steel pipe. Most commonly the liner is mechanically bonded to the outer pipe by mechanical expansion. The lined pipe is expected to make optimize usage of the two types of materials, providing significant corrosion and structural resistance. This study investigates full history interaction behaviors between the outer pipe and liner and the structural behaviors of the lined pipe under axial compression, through finite element analysis (FEA). Comprehensive finite element (FE) models are developed, where the manufacturing process, the non-linear material properties of stainless steel and the interactions between the constituent components are considered. The numerically determined failure modes, load-deformation histories and ultimate strengths are compared with those from tests. The interaction stress and axial loading histories of the specimen under axial compressions are studied, where the internal content pressure and external hydrostatic pressures are considered simultaneously. Confinement factor is suggested to ensure the structural reliability of the liner in engineering practice. Parametric studies are conducted to study the effects of the outer pipe strength, liner strength, outer pipe thickness and liner thickness on the structural behaviors of the axially loaded lined pipes.]]></description>
      <pubDate>Fri, 22 Mar 2019 16:15:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1584648</guid>
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