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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>NEW CORROSION RESISTANT LOW CARBON STEELS FOR CONCRETE REINFORCEMENT</title>
      <link>https://trid.trb.org/View/485673</link>
      <description><![CDATA[This Innovations Deserving Exploratory Analysis (IDEA) project investigated the effects of the production process and resulting microstructure on the mechanical and electrochemical characteristics of steel embedded in concrete.  Dual-phase ferritic martensitic (DFM) reinforcing steel was produced "on-line" for comparison with ASTM A615 and A706 reinforcing steels.  Microstructural analysis and stress-strain testing of intercritically quenched DFM steel with various lath martensite volumes determined that the yield strength is a polynomial function of the lath martensite volume.  DFM steel with approximately 30% lath martensite will produce a steel with a yield strength similar to or superior to ASTM A615 and ASTM A706 reinforcing steels.  Total elongation values for DFM steels with less than 50% lath martensite exceeded the total elongation values for both ASTM A615 and A706 reinforcing steels.  Hence, DFM steels can be economically produced to provide adequate strength and ductility for reinforcement in concrete structures. Electrochemical testing was carried out under two conditions; in concrete exposed to accelerated corrosive conditions and in electrochemical cells exposed to decanted cement-chloride solution.  Testing in concrete followed the Southern Exposure (SE) test method.  Results from the SE testing indicate that DFM steel is more resistant than ASTM grade 60, A615 and A706 reinforcing steels when exposed to wetting and drying cycles with 3.5 wt.% sodium chloride solution.  Results from the imposed polarization testing found that the DFM steel is more resistant than ASTM grade 60, A615 and A706 reinforcing steels when immersed in a 3.5% sodium chloride-decanted cement solution and anodically polarized 50mV from the free potential.  These results indicate that the production process and resulting microstructure have an effect on the electrochemical characteristics and correctly designing the microstructure can improve the corrosion resistance when exposed to chloride ions.]]></description>
      <pubDate>Sat, 19 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485673</guid>
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      <title>HIGH-STRENGTH AND TOUGHNESS FORGING STEELS FOR AUTOMOBILE UNDERBODY PARTS TO BE PRODUCED WITHOUT SUBSEQUENT HEAT TREATMENT</title>
      <link>https://trid.trb.org/View/355761</link>
      <description><![CDATA[High strength and toughness forging steels that can be used in the as-forged state are finding wide application in the production of mechanical parts of automobiles, industrial machinery, etc. without subsequent heat treatment (quenching and tempering).  Three new types of high strength and toughness forging steels--ferrite pearlitic steel, medium carbon bainitic steel and low carbon martensite bainitic steel--have been developed.  These steels are usable as materials for important automobile parts, such as underbody parts.]]></description>
      <pubDate>Sun, 30 Jun 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355761</guid>
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      <title>STEEL IN MOTOR VEHICLES: A 35-YEAR PERSPECTIVE</title>
      <link>https://trid.trb.org/View/344253</link>
      <description><![CDATA[The report presents data on the changes in the use of steel in motor vehicles over the past 35 years.  Sources of supply of steel for the automotive sector have shifted from almost all domestic in the 1950s to about 50% domestic and 50% foreign in the 1980s.  Downsizing, design changes, and substitution of lighter wight materials to achieve energy efficiency also contributed to the market loss of the domestic steel industry.  Although plastics and aluminum have displaced some steel in motor vehicles over the years, heavy low-carbon steel is now being replaced most rapidly by lightweight high-strength steel.  If the percent of domestic steel used in motor vehicles had not declined since 1950, domestic industry would have supplied 9.3 million more short tons of steel than it supplied in 1985.  Downsizing and design changes accounted for 43% of the loss; steel imports, 32%; and substitution of plastics and aluminum, 25%.  In 1985, the total value of market share lost by U.S. steel producers was $5.1 billion, of which $1.6 billion was lost to foreign steel producers and automobile manufacturers.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344253</guid>
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      <title>IS THE COD TEST RELEVANT ON LOW CARBON AND CARBON-MANGANESE STRUCTURAL GRADE STEELS? ACMSM 9; THE NINTH AUSTRALASIAN CONFERENCE ON THE MECHANICS OF STRUCTURES AND MATERIALS, 29-31 AUGUST 1984, UNIVERSITY OF SYDNEY</title>
      <link>https://trid.trb.org/View/278899</link>
      <description><![CDATA[The crack opening displacement (COD) test has been used to determine the fracture mode transition temperature in three structural grade steels.  It has been shown in general terms, that the fracture toughness at temperatures below the transition temperature is too low for economic design.  The important criterion of material performance is consequently its fracture mode transition temperature and not the specific fracture toughness at any temperature.  This transition temperature of steels containing active nitrogen can be raised by ageing of the plastically deformed zone ahead of the fatigue crack used for notch extension in the COD specimens.  It is suggested that this fatigue damage, even in the absence of ageing, will also alter the quasi static fracture mode transition temperature.  The COD test did not show a difference in transition temperature between the three steels, whereas the Charpy test showed noticeable differences.  The value of the COD test for structural grade steels is consequently questioned.  (Author/TRRL)]]></description>
      <pubDate>Sat, 28 Feb 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/278899</guid>
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      <title>AND NOW... PLASTIC TIES</title>
      <link>https://trid.trb.org/View/270045</link>
      <description><![CDATA[A foamed polyurethane cross tie, produced in Austria, has been installed in transit track in Vienna, and subsequently in Italy, Switzerland and Germany.  This polymer tie, available in monoblock or duoblock configurations, is designed for tunnels where there is little space and time for repair and maintenance restricted. While the unit price is higher than for conventional ties, this does offer qualities such as compactness, light weight and ready installation in concrete inverts and concrete deck elevated structures.  Tests have shown the plastic ties to have a minimum crushing strength of 1600 psi and to be resistant to chemicals, humidity, moisture, ultraviolet rays and temperature extremes. They are designed for use with conventional rail fasteners.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270045</guid>
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      <title>ASSESSMENT OF RESISTANCE SPOT WELDS IN LOW CARBON AND HIGH STRENGTH STEEL SHEET</title>
      <link>https://trid.trb.org/View/196220</link>
      <description><![CDATA[The introduction of high strength steels has highlighted the lack of knowledge regarding the properties required of resistance spot welds, particularly in the vehicle industry. The laboratory static and dynamic tests currently employed cannot be used to predict performance under service conditions, and there is a further complication because of lack of standardisation of test techniques.  Specimen dimensions strongly influence the results when the properties of welds in low carbon and high strength steels are compared.  The suitability of routine shop floor tests used in mass production industries has been questioned with regard to the necessity of generating plug failure.  This cannot be resolved until the significance of plug failure in high strength steels is established.  If plug failure is not essential, weld size can be determined by employing high speed metallurgical techniques for steels giving interface failure.  Resistance welding is the most widely used technique for assembling transport vehicles and similar structures but despite this there is a lack of realistic data which adequately define the properties and likely service behaviour of such joints.  This article describes the various test methods for resistance welds and summarises observations of the influence of test technique on the results obtained for welds in low carbon and high strength steels.]]></description>
      <pubDate>Wed, 30 Nov 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196220</guid>
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    <item>
      <title>FORGEABILITY EVALUATION OF STEEL POWDER PREFORMS</title>
      <link>https://trid.trb.org/View/189592</link>
      <description><![CDATA[Forging of steel powder preform has aroused considerable interest in recent years in automobile industries for manufacture of bearing races, connecting rods, pinion gears, etc. A component made this way can be heat treated to the strength level of wrought steel. It has much less fibering than a normal wrought material which results in better transverse properties leading to increased service life. The present paper reports the results of systematic investigation on the influence of chromium & molybdenum addition on the densification, forgeability and strength of low carbon steel powder preforms under varying compacting pressures. The work has also been carried out on a steel powder preform of composition En 351/353 produced from mixture of elemental powders. These steels find application in the manufacture of differential gears, gudgeon pin, pinion, etc for automotive industries. The percentage reduction in height till fracture during upset test on 150 ton hydraulic press was taken as criterion for evaluating forgeability. The die filling ability of the sintered compacts was also evaluated under varying compacting pressure.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189592</guid>
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