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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" />
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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>Surface Roughness and Temperature in Dry Milling of an Austenitic Stainless Steel</title>
      <link>https://trid.trb.org/View/1972011</link>
      <description><![CDATA[In this paper some results concerning the cutting temperature and surface roughness using different milling conditions (tool material, cutting speed, speed feed and depth of cut) are presented. In order to measure the milling temperature an experimental set-up with six thermocouples was used. All the thermocouples are adequate placed along the workpiece. After the each pass of the tool, the surface roughness was measured with a portable surface roughness tester. The results are graphically represented and conclusions on the performed experiments are presented.]]></description>
      <pubDate>Fri, 14 Jun 2024 13:52:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1972011</guid>
    </item>
    <item>
      <title>Influence Hot Plastic Deformation on the Structure and Properties of Carbon Steel of the Railway Wheel</title>
      <link>https://trid.trb.org/View/2364654</link>
      <description><![CDATA[The study is devoted to the explanation of the influence of hot plastic deformation on the properties of railway wheels. The shape of individual elements of the wheel provides for a different degree of hot compression, which determines the mechanism for the development of the recrystallization at austenite. With a decrease in the degree of the hot deformation, a certain proportion of grains with a low energy of linear stretching are formed in austenite. As a result, of the low mobility of such boundaries, the likelihood of preservation of part of the substructural state of the austenite increases, which should affect the formation of a colony of perlite during the cooling of the carbon steel. Against background preservation and a dependence of strength properties on the dispersion of the pearlite colony, the appearance in austenite of grain boundaries with a low energy of linear tension leads to a qualitative change in the plastic properties of railway wheel steel. The increase in plasticity of carbon steel with an increase in dispersion of the pearlite colony is due to a decrease in the effect of solid solution hardening and an increase in the role of the ferrite-cementite interface in the development processes of strain hardening carbon steel. The results obtained can be useful for improving the technology of manufacturing all-rolled railway wheels.]]></description>
      <pubDate>Fri, 19 Apr 2024 09:48:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2364654</guid>
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    <item>
      <title>MIG Welding of Austenitic 316L Steel Used in Means of Transport</title>
      <link>https://trid.trb.org/View/2027034</link>
      <description><![CDATA[The austenitic 316L steel (1.4401) is an important stainless material used to build various means of transport. Austenitic steel has high resistance to atmospheric corrosion. The austenitic steel is treated as a good weldable material, although cracks are possible. This paper analyses the influence of various MIG welding parameters on the creation of correct joints used in the stainless steel structures of mobile platforms elements, as an example of welding structures, in various means of transport. Various tests verifying the mechanical properties of MIG welds, including non-destructive tests, tensile strength and hardness tests, were carried out. This article aims to show how important and complex the task is to select the correct welding parameters for elements of means of transport made of austenitic steel on the example of elements of mobile platforms.]]></description>
      <pubDate>Wed, 30 Nov 2022 10:59:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2027034</guid>
    </item>
    <item>
      <title>Determination of the Volume fraction of Retained Austenite in a 300m Steel by Heat Tinting Technique</title>
      <link>https://trid.trb.org/View/1814495</link>
      <description><![CDATA[Applying the Heat Tinting Technique the microestrutural characterization of a 300M steel (medium carbon steel) was accomplished. The steel was austenitized for 20 min to 900°C, followed by holding at 400°C (in the bainitic temperature), with maintenance time of the material in the temperature of 1min, 5min and 30min, aiming at the formation of a multiphase structure. Through the metallographic analysis it is verified that, with the use of this technique, it is possible the determination of the volume fraction of the present phases in the 300M steel, especially in the identification and quantification of the retained austenite.]]></description>
      <pubDate>Tue, 27 Sep 2022 14:54:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1814495</guid>
    </item>
    <item>
      <title>The calculation of stress intensity factor steel of railway wheels</title>
      <link>https://trid.trb.org/View/1909011</link>
      <description><![CDATA[From an analysis of the dependence complex of carbon steel properties on structural parameters, it was found that for an isostructural state, the influence of austenite grain size on impact strength exceeds the dependence on carbon content. As a result of explaining correlation relationships between individual mechanical characteristics, to evaluate critical stress intensity factor, a relationship is proposed based on the use of impact strength. The proportionality coefficient in proposed dependence is determined by ratio of elongation to narrowing at tensile test.]]></description>
      <pubDate>Wed, 20 Apr 2022 16:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1909011</guid>
    </item>
    <item>
      <title>Strain Amount and Strain Path Effects on Instrumented Charpy Toughness of Baked Third Generation Advanced High Strength Steels</title>
      <link>https://trid.trb.org/View/1847551</link>
      <description><![CDATA[Third generation advanced high strength steels (AHSS) that rely on the transformation of austenite to martensite have gained growing interest for implementation into vehicle architectures. Previous studies have identified a dependency of the rate of austenite decomposition on the amount of strain and the associated strain path imposed on the sheet. The rate and amount of austenite transformation can impact the work hardening behavior and tensile properties. However, a deeper understanding of the impact on toughness, and thus crash performance, is not fully developed. In this study, the strain path and strain amounts were systematically controlled to understand the associated correlation to impact toughness in the end application condition (strained and baked). Impact toughness was evaluated using an instrumented Charpy machine with a single sheet v-notch sample configuration. The instrumented striker provides a load - displacement curve as well as a total impact energy measurement, which is the integration of the load - displacement curve. Using these measurements, this study intends to understand any potential correlation between amount of retained austenite transformation, through the varying of strain paths and amount of strain, and resulting impact toughness after paint bake.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:30:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1847551</guid>
    </item>
    <item>
      <title>Influence of Retained austenite on Dimensional Characteristics of Bearings Components</title>
      <link>https://trid.trb.org/View/1867917</link>
      <description><![CDATA[Rolling bearings are key components. It is essential that the bearings are highly durable and reliable in order to ultimately contribute to the continuous operation of the machinery. Bearings are required to have a high service life regardless of the conditions to which they are exposed. The presented work is focused on the heat treatment of bearing rings and their investigation in terms of retained austenite and its influence on the geometric characteristics of bearing components. In order for bearings to be more reliable and more resistant to damage, their microstructure must be adapted to the conditions of use in the area. Decay of retained austenite, heat treatment, these factors affect the integrity of the surface, which is also the main goal of this research. The present article deals with the influence of retained austenite on the dimensional stability of bearing rings with 100Cr6 material, surface microgeometry, which have been exposed to different temperature changes (-40 ° C and 150 ° C) over a period of time. The information obtained from the experiments will help to increase the reliability of bearings that can be exposed to various extreme conditions during their service life.]]></description>
      <pubDate>Tue, 24 Aug 2021 11:16:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1867917</guid>
    </item>
    <item>
      <title>Comparative Studies on Conventional Groove SMA and GMA Welds of Dissimilar 304LN ASS and HSLA Steels</title>
      <link>https://trid.trb.org/View/1742865</link>
      <description><![CDATA[Dissimilar metal welds (DMWs), between austenitic stainless steel (ASS) and micro alloyed high strength low alloy steel (HSLA), are used in high temperature applications in power stations and petrochemical plants. The gas metal arc welding (GMAW) has surpassed the shielded metal arc welding (SMAW) process due to its advantages of producing fast, long, clean continuous weld at any position [1, 2, 3, 4, 5]. A studies on mechanical and metallurgical properties of conventional V-groove SMAW and GMA Welding of dissimilar 20 mm thick 304LN ASS and micro alloyed HSLA steel plate were carried out by using austenitic E308L- 15 electrode with gas tungsten arc welding (GTAW) root pass. The tensile (axial and all-weld) properties, hardness and microstructure of the weld and HAZ are analyzed. It is observed that the GMA welded joints gives comparatively better strength, hardness and microstructure than those of SMA welded joints and it adversely affects the weld pool size and grain coarsening in HAZ adjacent to the fusion line.       ]]></description>
      <pubDate>Mon, 02 Nov 2020 09:27:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1742865</guid>
    </item>
    <item>
      <title>Effect of Austenitic Filler Wires on Duplex Stainless Steel 2205 Weldment Made by Gas Tungsten Arc Welding</title>
      <link>https://trid.trb.org/View/1742849</link>
      <description><![CDATA[Duplex stainless steel (DSS) 2205 grade is welded with austenitic filler wires (ERNiCrMo-3 and ERNiCrMo-4) using gas tungsten arc welding (GTAW) process to operate at marine environments. Microstructure using optical (OM) and scanning electron microscopes (SEM) with energy dispersive spectroscope (EDS) are utilized to examine the metallurgical characterization of DSS 2205 weldments. Microhardness, impact, and tensile tests are employed to obtain the mechanical properties of weldments. Secondary precipitates such as Mo23C6 and Cr23C6 are formed in the ERNiCrMo-3 weldment which reduced the mechanical properties. In this study, ERNiCrMo-4 filler wire is provided enhanced mechanical properties for welding DSS 2205.       ]]></description>
      <pubDate>Fri, 30 Oct 2020 16:35:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1742849</guid>
    </item>
    <item>
      <title>Welding of ASTM A709 50CR Using Austenitic Filler Wires With Varying Heat Inputs and Maximum Interpass Temperatures</title>
      <link>https://trid.trb.org/View/1697695</link>
      <description><![CDATA[ASTM A709 Grade 50CR, also known as ASTM A1010, is a structural steel developed to address the corrosion issues associated with the use of traditional weathering steels, especially in environments involving combined prolonged wetness and chlorine salts. The fabrication of bridge girders from Grade 50CR has largely relied on the use of 309L solid filler wire with heat inputs up to 55 kJ/in. and maximum interpass temperatures up to 450 °F for 1 in. thick plate. The purpose of this project was to determine if higher heat inputs could be used when welding 50CR and to evaluate several filler wire materials that could be used during plate girder fabrication. Three groups of 50CR plates were used in this study: sixteen 1/2-in.-thick welded 50CR plates, twelve 1-in.-thick welded 50CR plates, and two welded AWS D1.5 prequalification record (PQR) plates. The testing performed in this study revealed the following: (a) The ductile to brittle transition temperature (DBTT) of the 50CR base plate was measured to be -40 °F; (b) A range of austenitic stainless steel filler wires can be used to successfully weld 50CR. In this study, 309LC (metal cored wire), 309LSi (Si added for flowability and appearance), and 316L (Mo added for enhanced corrosion resistance) were found to be viable alternatives to the incumbent filler wire, 309L; (c) Use of 309L filler wires for 1/2 in. plates results in submerged arc welds (SAW) which are borderline with respect to impact energy at the high heat input level of 75 kJ/in. over the temperature range investigated. Lower heat inputs (e.g., 55 kJ/in. previously shown effective) are recommended. Similar results were obtained for welds in 1/2 in. plates produced with 309LSi and 316L; (d) Heat inputs of up to 75 kJ/in. at all interpass temperatures explored (up to 450 °F) can be used to weld 1/2 in. plates with 309LC filler wire. The enhanced toughness and low DBTT of welds in 1/2 in. plates formed using 309LC filler wire appears to be due to the mitigation of large, aligned δ-ferrite grain formation during solidification. Such large, aligned grains otherwise serve as preferred crack paths in welds; and (e) Heat inputs of 90 kJ/in. and interpass temperatures of up to 450 °F can be used for all four of the filler wires investigated (309L, 309LC, 309LSi, and 316L) for 1 in. thick plate. It is recommended that when 50CR is considered for bridges in specific corrosive environments due to its corrosion resistance, improved mechanical properties, and lifetime cost, the aforementioned findings be incorporated in the guidance documents. The availability of alternatives to the conventional solid 309L filler wire currently used to weld 50CR allows more vendors, eliminating the requirement for sole source justification and opening broader possibilities to satisfy Buy America requirements for federally funded bridge projects. Finally, 309LC (metal-cored filler wire) outperformed the solid filler wires examined in this study with respect to production (higher deposition rates and fewer required passes) and mechanical properties (especially impact toughness) of the resulting welds.]]></description>
      <pubDate>Wed, 29 Apr 2020 15:08:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1697695</guid>
    </item>
    <item>
      <title>Influence of Retained Austenite on Fatigue Performance of Carburized Gears</title>
      <link>https://trid.trb.org/View/1660462</link>
      <description><![CDATA[SAE 8620 and 20CrMo materials were subjected to carburizing process to obtain the identical hardened layer of HRC 61-64. The carburized surface and core properties of the materials were examined and characterized through optical microstructure to measure the presence of cementite carbides and Retained Austenite (RA). From the results, it was found that the SAE 8620 and 20CrMo materials have 10 % and 14% of RA respectively. Whereas, the core and case structure were free from network carbides. The fatigue test was conducted to correlate the RA and fatigue strength of the materials. It was revealed that material with lower RA has higher fatigue strength than material with higher RA. Higher amount of retained austenite leads to reduction in amount of martensitic and compressive residual stress attributed to lower the contact fatigue strength. Untransformed austenite is metastable and is transformed to untempered martensite, which causes brittleness to the component and leads to premature failure.       ]]></description>
      <pubDate>Fri, 31 Jan 2020 11:57:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1660462</guid>
    </item>
    <item>
      <title>Temperature Prediction of Actual Contact Portion of the Metal Belt CVT</title>
      <link>https://trid.trb.org/View/1560559</link>
      <description><![CDATA[In a previous study by the authors, austenite (? phase) formed on the topmost of pulleys after long term operation of continuously variable transmission (CVT) [1]. In general, martensite arising from heat treatment forms on the surface of pulleys and gears. Therefore, the sliding surface has a body-centered cubic (BCC) metal structure, and transformation into and existence of austenite (? phase) is difficult unless there is a thermal history exceeding the eutectoid point. For the verification of that possibility, it was crucial to obtain temperature variation on the sliding surface. The major problem for such measurements was rotation of parts inside an operating CVT. In this study, uniquely developed measurement system enabled non-contact temperature measurement near the contact portion. Results were substituted to heat conduction equation to predict the temperature at the exact contact portion.       ]]></description>
      <pubDate>Thu, 27 Dec 2018 11:00:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560559</guid>
    </item>
    <item>
      <title>Response of Austempering Heat Treatment on Microstructure and Mechanical Property in Different Zones of As-Welded Ductile Iron (DI)</title>
      <link>https://trid.trb.org/View/1560250</link>
      <description><![CDATA[Sound ductile iron (DI) welded joints were performed using developed coated electrode and optimized welding parameters including post weld heat treatment (PWHT). Weldments consisting of weld metal, partially melted zone (PMZ), heat affected zone (HAZ) and base metal were austenitized at 900 °C for 2 hours and austempered at 300 °C and 350 °C for three different holding times (1.5 hours, 2 hours and 2.5 hours). In as-weld condition, microstructures of weld metal and PMZ show ledeburitic carbide and alloyed pearlite, but differ with their amount. Whereas microstructure of HAZ shows pearlite with some ledeburitic carbide and base metal shows only ferrite. However, in spite of the significant variation in microstructures at different zones of weldment in as-welded condition, all the zones show similar microstructure of base metal such as bainitic ferrite along with some retained austenite after austempering heat treatment, indicating the response of heat treatment from different zones like base metal. However, the microstructure of each zone of weldment varies in shape, size and amount with changing the austempering temperature and holding time. In general, microstructure at 300 °C reveals needle shaped bainitic ferrite with lower amount of retained austenite; whereas at 350 °C microstructure shows feathery shaped bainitic ferrite with higher amount of retained austenite. After austempering weld metal shows lowest hardness followed by PMZ, HAZ and base metal, which is just opposite to as-welded condition, irrespective of austempering temperature and holding time. All the transverse tensile test weld samples austempered at 300 °C and 350 °C for 2 hours holding time, failed from the base metal indicating 100% joint efficiency.]]></description>
      <pubDate>Mon, 26 Nov 2018 16:53:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560250</guid>
    </item>
    <item>
      <title>Effect of Heating Rate on Microstructural Developments in Cold Heading Quality Steel used for Automotive Applications</title>
      <link>https://trid.trb.org/View/1519727</link>
      <description><![CDATA[CHQ (Cold Heading Quality) steels are assumed to be non-heat treatable so strengthened by cold forming which is a quick and mass production that makes it a low cost manufacturing process. In this study, microstructure and phase transformation in steels is a fundamental aspect of the governing properties. A large number of studies are dedicated on the subject of phase transformations owing to availability of several commercial steel grades. Due to several grades of steels commercially available showing different behavior, it is hard to conclude that phase transformation is universally understood completely. In this study the influence of heating rate on the development of microstructure of CHQ steel has been studied thoroughly by using different heating techniques. For characterization, optical microscope connected with high resolution camera and SEM (Scanning Electron Microscope) was utilized to interpret the microstructural results. In addition, heat treatment methods have been utilized to vary the microstructure in the steel under experimentation. It was found that heating rate could have a major effect on phase transformation of CHQ steel (under study). Rate of heating enhances the austenite development kinetics with respect to dwell time and such austenite has been changed to martensite upon cooling. In addition,heating rate also promotes nucleation sites for the formation of austenite phase of CHQ steel.]]></description>
      <pubDate>Wed, 11 Jul 2018 17:13:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1519727</guid>
    </item>
    <item>
      <title>Distortion and Residual Stresses in Nitrocarburized and Carbonitrided SAE 1010 Plain Carbon Steel</title>
      <link>https://trid.trb.org/View/1429577</link>
      <description><![CDATA[The focus of this study was to determine the residual stress and retained austenite profiles for carbonitrided and nitrocarburized SAE 1010 plain carbon steel and to relate these profiles to one another and to the distortion resulting from heat treatment. Navy C-ring specimens were used for the purpose of this study and X-ray diffraction techniques were used to measure both residual stress and retained austenite. The findings from this research are then applied to a manufacturing application involving the surface hardening of a thin shelled, plain carbon steel automotive component.       ]]></description>
      <pubDate>Wed, 29 Nov 2017 14:54:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1429577</guid>
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