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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>Mechanical and metallurgical assessment of a submerged arc welded surfaced rail</title>
      <link>https://trid.trb.org/View/2452463</link>
      <description><![CDATA[The surfaces of rails are often damaged during constant loading, so it is essential to repair the damaged areas in a railroad network to get the best performance. However, the traditional methods of improving rails are expensive, time-consuming, and require excessive effort. Therefore, some creative ideas would be helpful in this process, one of which may be on-site overlay arc welding instead of exchanging the whole part of the rail. In this paper, the performance of such a method is assessed experimentally, and its results are interpreted. For the investigation, a worn part of the 136RE rail, used in the freight railway network in the U.S., was chosen. After milling and flattening the surface of the rail, a submerged arc welding process was applied to rebuild this rail by utilizing a 1/8-in Lincore 40-S depositing wire. This study used four destructive tests: 1) XRD residual stress measurement, 2) SEM/OM analysis, 3) hardness test, and 4) tensile test. The results showed that the required mechanical strength could be achieved. However, the repaired area seems more vulnerable to the forces encountered on a railroad network due to the more brittle structure due to high temperatures in this region. Considering this flaw is critical because forces are primarily dynamic in railway networks, especially in heavy rails, which are higher due to the extensive use of freight trains.]]></description>
      <pubDate>Wed, 11 Dec 2024 10:39:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2452463</guid>
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    <item>
      <title>Study of the Growth Forecast of Zinc Whisker in the Market</title>
      <link>https://trid.trb.org/View/2387105</link>
      <description><![CDATA[The test conditions under which whiskers generated from galvanized steel sheets were investigated. Then, it was found that whiskers are generated when a temperature cycle that satisfies certain conditions is given. Based on the results, the authors estimated the correlation between heat stress and market stress in the test, and devised a method to determine an appropriate test period from the market temperature data.]]></description>
      <pubDate>Thu, 11 Jul 2024 13:53:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2387105</guid>
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    <item>
      <title>Resistance Spot Welding Evaluation of Transformation Induced Plasticity 780 (TRIP780) Steel for Automotive Body Structural Applications</title>
      <link>https://trid.trb.org/View/1817886</link>
      <description><![CDATA[There has been a substantial increase in the use of advanced high strength steel (AHSS) in automotive structures in the last few years. The usage of these materials is projected to grow significantly in the next 5–10 years with the introduction of new safety and fuel economy regulations. AHSS are gaining popularity due to their superior mechanical properties and use in parts for weight savings potential, as compared to mild steels. These new materials pose significant manufacturing challenges, particularly for welding and stamping. Proper understanding of the weldability of these materials is critical for successful application on future vehicle programs. Due to the high strength nature of AHSS materials, higher weld forces and longer weld times are often needed to weld these advanced steels. In this paper, the weld current lobes, mechanical properties (shear and cross tension), metallographic cross-section and microhardness profile of Transformation Induced Plasticity 780 (TRIP780) 1.6 mm electrogalvanized steel welded to itself in a two-metal stackup are discussed. Weld lobes were developed with Medium Frequency Direct Current (MFDC) equipment, ISO-type B20 tips, weld force of 5.8 kN and hold time of 5 cycles. The weld times were varied at 19, 21 and 24 cycles, with each producing current ranges at or above 2.0 kA. Shear and cross tension samples were made at 19 cycles, with samples showing average loads of 12.30 kN and 5.11 kN respectively. Microhardness assessment using metallographic cross-sections of 21-cycle welds were used to compare short and long hold times. Similar heat affected zones (HAZ) and weld zones were observed for both hold times.]]></description>
      <pubDate>Mon, 24 Oct 2022 10:22:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1817886</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>An Experimental Study of the Yielding Locus of a TRIP780 Steel Sheet Using a Biaxial Tensile Test</title>
      <link>https://trid.trb.org/View/1832128</link>
      <description><![CDATA[The yield locus of a cold-rolled transformation-induced plasticity (TRIP780) steel sheet was investigated using a biaxial tensile test on a cruciform specimen. The effect of the key dimensions of the cruciform specimen on the calculation error and stress inhomogeneity was analyzed in detail using an orthogonal test combined with a finite element analysis. Scanning electron metallography (SEM) observations of the TRIP780 steel were performed. The yield curve of the TRIP780 steel was also calculated using the Von Mises, Hill '48, Hill '93, Barlat '89, Gotoh and Hosford yield criteria. The experimental results indicate that none of the selected yield criteria completely agree with the experimental curve. The Hill '48 and Hosford yield criteria have the largest error while the Hill '93 and Gotoh yield criteria have the smallest error.]]></description>
      <pubDate>Fri, 18 Mar 2022 12:17:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1832128</guid>
    </item>
    <item>
      <title>Improving the reliability of metal structures of transport and technological machines during operation in the Arctic</title>
      <link>https://trid.trb.org/View/1885878</link>
      <description><![CDATA[In the course of the study, the authors analyzed the main factors affecting the brittle fracture of the elements of welded structures made of structural steels, associated with its unexpectedness and the absence of noticeable plastic deformations at metal stresses much lower than the yield point. During experiments, the relationship between the magnetic parameter Hp and the structure of structural steels during thermal cycling was revealed. This became possible due to the high sensitivity of passive magnetic flux leakage testing when monitoring the structural transformations of metal during cyclic heating and cooling. The authors provide examples of the formation of ultrafine-grain structures in industrial structural steels based on the results of thermal cycling and analyze factors affecting the final grain size. It is shown that the degree of steel microstructure refinement depends on the chemical composition and initial structure of steels as well as the number of thermal cycling cycles. It was established that an increase in the number of thermal cycling cycles and the degree of steel alloying, the presence of a finer-grain initial structure, and preliminary cold plastic deformation during stage-by-stage monitoring using passive magnetic flux leakage testing contribute to the formation of a finer-grain structure. A decrease in the average grain size shifts the temperature of metal transition from ductile to brittle fracture to the region of lower temperatures, which increases the reliability of welded metal structures of transport and technological machines used in the Arctic.]]></description>
      <pubDate>Thu, 28 Oct 2021 09:19:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1885878</guid>
    </item>
    <item>
      <title>Investigation of tribological properties and engine performance of polyol ester–based bio-lubricant: Commercial motorbike engine oil blends</title>
      <link>https://trid.trb.org/View/1691964</link>
      <description><![CDATA[This article explores the influence of blending polyol ester–based bio-lubricant with commercial lubricant on engine performance. Polyol esters trimethylolpropane ester and pentaerythritol ester were prepared from Calophyllum inophyllum seeds. Extreme care was taken to minimize deterioration of physicochemical properties when blending bio-lubricant with commercial oil. Blending of bio-lubricant with commercial oil was carried out in 10%, 15%, 20% and 25% volume. The test oils were first investigated for wear and friction properties on a four-ball wear tester. Optimum blending ratio was calculated from results of tribological properties, and the blend with optimum blend ratio was investigated for engine performance. The engine performance of the optimum blends was evaluated by conducting a 60-h endurance test on a motorbike. Significant improvement in tribological properties was observed up to a blending percentage of 15% when blending pentaerythritol ester with commercial oil. In the case of trimethylolpropane ester–based bio-lubricant, 10% blending with commercial oil gave optimum performance. The novel evaluation of engine performance of commercial oil and blends has shown a reduction in the wear of engine components with an encouraging decrease in fuel consumption. Metallographic studies conducted on worn piston rings reveal synergy between additives in the commercial oil and esters in the bio-lubricant in reducing wear and friction, thereby reducing fuel consumption.]]></description>
      <pubDate>Wed, 22 Apr 2020 12:24:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1691964</guid>
    </item>
    <item>
      <title>Study of thermal cycle, mechanical, and metallurgical properties of friction stir welded aviation grade aluminum alloy</title>
      <link>https://trid.trb.org/View/1646028</link>
      <description><![CDATA[This research work presents the study of thermal cycle during friction stir welding of aviation grade aluminum alloy. In addition, mechanical and metallurgical properties of friction stir welded joints are conceptually discussed. Experimentation has been conducted in two stages. Stage I experiments has been conducted as per one-factor-at-a-time approach with varying tilt angle and dwell time. It was concluded that maximum ultimate tensile strength is obtained at 2° tilt angle and 30 s dwell time by one-factor-at-a-time approach. On the basis of stage I results, full-factorial design is used for conducting main experiments by fixing the tilt angle and dwell time. Stage II has been attempted to optimize the most influencing friction stir welding parameters: rotational speed and traverse speed. It is observed that rotational speed is predominant factors for ultimate tensile strength and traverse speed for microhardness. In addition, eight thermocouples (L-shaped k type), four on the advancing side and four on the retreating side, are placed at equal distance from the centerline for measuring the temperature during the process. The optical microscope and energy beam scattered diffraction analysis have been carried out for scrutinizing the macrostructure and microstructure of friction stir welded joints. It is evident from energy beam scattered diffraction analysis that the grain size of nugget zone decreases as compared to base metal.]]></description>
      <pubDate>Wed, 25 Sep 2019 17:17:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1646028</guid>
    </item>
    <item>
      <title>Identification of intermetallic phases in an automotive grade aluminum A319 alloy</title>
      <link>https://trid.trb.org/View/1571559</link>
      <description><![CDATA[In this work, scanning electron microscopy, including energy-dispersive X-ray spectroscopy (EDX) and optical metallography techniques, were employed to identify and characterize most of the precipitated intermetallic phases developed in an Al-A319 alloy after casting and/or heat treating. This alloy is widely used in the automotive industry because of its inherent high temperature mechanical properties for casting engine blocks. However, the alloying elements and impurities such as Fe contribute to the rather poor ductility exhibited by this alloy. The lack of appreciable elongation is intimately linked to a wide number of coarse and brittle intermetallic phases that are developed upon casting. In particular, the typical microstructures exhibited by this alloy are known as the "Chinese scripture," and they contain numerous Fe, Si, Cu, and Mg complex coarse intermetallic phases. In this work, an effort is made to identify and characterize the various intermetallic phases formed in an Al-A319 alloy, including morphology, as well as some of the detrimental effects they have on the alloy's mechanical integrity.]]></description>
      <pubDate>Mon, 31 Dec 2018 15:29:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1571559</guid>
    </item>
    <item>
      <title>A failure analysis 115RE rail type, due to a compression load state in areas where it was placed exothermic welding copper cable for attaching electrical continuity</title>
      <link>https://trid.trb.org/View/1529990</link>
      <description><![CDATA[This paper proposes the study of factors that led to the fracture of a rail type 115RE used by the “Collective Transportation System” of Mexico City. This route is housed on concrete boxes, which are part of the railway infrastructure and which present slides due to movement due to geological faults in the area where it was built. This leads to sections of the rail being subjected to a state of compressive loads, affecting both the cross section and the base thereof. In addition, there is an interaction that influences the area where copper solder was deposited by the exothermic method to join electrical conductivity wire, which is housed on the base of the rail. The article is divided into three stages: The first relates to a mathematical approach related to the normal stress and the displacement of the neutral axis, in order to understand the behavior of these in the section where it was placed welding; the second, contemplates a metallographic study and characterization technique by scanning electron microscopy, in the area where the weld was deposited in order to identify possible changes in the microstructure as a result of thermal shock and also identify a growth of cracks in the boundary between the copper and steel welding; in the third, metal samples obtained from the affected track section with and without welding were subjected to bending in order to know what changes are presented in constant mechanical and identify the genesis of the bill.]]></description>
      <pubDate>Mon, 13 Aug 2018 22:26:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1529990</guid>
    </item>
    <item>
      <title>Material Cost Savings in Powder Metal Transfer Case Sprockets and Sun Gears</title>
      <link>https://trid.trb.org/View/1429656</link>
      <description><![CDATA[For years powder metal (P/M) nickel steel sprockets have been in use in the SUV Transfer Case market. The heat-treated, nickel steel powder metal provides a high strength and high wear resistant material for this very demanding application. Recently the cost of nickel has increased from $5 / lb Oct'05 to $24 / lb May'07. Because of this almost 5 fold increase in the commodity price a replacement material for the powder metal nickel steel was sought that would have comparable properties, comparable processing steps at a raw material cost that would be equal to the nickel steel powder metal prices of 2005. A replacement material was found that has comparable properties at a competitive price. Material composition, testing data and microscopic analysis will be presented.       ]]></description>
      <pubDate>Tue, 28 Nov 2017 10:16:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1429656</guid>
    </item>
    <item>
      <title>A Hardness Study on Laser Cladded Surfaces for a Selected Bead Overlap Conditions</title>
      <link>https://trid.trb.org/View/1461996</link>
      <description><![CDATA[Laser cladding is used to coat a surface of a metal to enhance the metallurgical properties at the surface level of a substrate. For surface cladding operations, overlapping bead geometry is required. Single bead analyses do not provide a complete representation of essential properties; hence, this research focuses on overlapping conditions. The research scope targets the coaxial laser cladding process specifically for P420 stainless steel clad powder using a fiber optic laser with a 4.3 mm spot size on a low/medium carbon structural steel plate (AISI 1018). Many process parameters influence the bead geometrical shape, and it is assumed that the complex temperature distributions within the process could cause subsequent large variations in hardness values. The bead overlap configurations experiments are performed with 40%, 50% and 60% bead overlaps for a three-pass bead formation. A three-dimensional transient fully coupled thermal-metallurgical-mechanical finite element (FE) model was developed to simulate hardness variations in the laser cladded component. For the simulation, the thermo-physical and thermo-mechanical data of the clad and substrate materials in the range of room temperature to the melting temperature are assigned as an input data for the analysis. The numerical results of the microhardness, melt pool, and heat affected zone (HAZ) are compared with the Vickers microhardness measurements, melt pool, and HAZ geometry. The results will provide relevant information for process planning decisions and will provide a baseline for predicting properties of metal additive manufactured components.       ]]></description>
      <pubDate>Thu, 31 Aug 2017 10:26:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1461996</guid>
    </item>
    <item>
      <title>Visualization of Material Flow in a Refill Friction Stir Spot Welding Process Using Marker Materials</title>
      <link>https://trid.trb.org/View/1431089</link>
      <description><![CDATA[Friction Stir Spot Welding (FSSW) is a relatively new solid state joining technology that has the potential to be a replacement for single point joining processes like Resistance Spot Welding and rivet technology in certain applications. Since the material flow around the pin plays an important role in determining the quality of the weld, understanding how the material moves is important to optimize process parameters and to validate the results of numerical simulations of the process. In this paper, an experimental study aimed at visualizing the material flow during the plunge phase of refill FSSW of an aluminum alloy is presented. Different marker materials were placed at a certain depth from the plate surface and metallographic samples in three mutually perpendicular directions were prepared and examined to identify the final location of the marker material after the plunge of the pin. Based on the results of the metallographic study, inferences were made regarding the path of motion of the plate material.       ]]></description>
      <pubDate>Tue, 28 Mar 2017 17:09:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1431089</guid>
    </item>
    <item>
      <title>Metallurgical Failure Analysis of a Cracked Aluminum 7075 Wing Internal Angle</title>
      <link>https://trid.trb.org/View/1440057</link>
      <description><![CDATA[Internal angles are used to strengthen Aircrafts center box corners where the wing is attached to the airframe. There are 16 angles in Airbus A300s wing box. On the right side, rear spur, and lower flange area of the center wing box, one of these angles had been cracked with a length of 28 mm. This crack has decreased residual strength of the part under allowed values and resulted to a rupture in the rear spur lower cap. Several reports of the same occurrences in other Airbus A300 air crafts, highlight the importance of finding the causes of this failure. Detailed optical and scanning electron microscopy (SEM), plus 4 other metallurgical tests were conducted on the failed angle. Finally, it was concluded that corrosion fatigue was the main reason which itself comes from manufacturing, maintenance, metallurgical, and geometric reasons as were discussed in this study.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:31:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1440057</guid>
    </item>
    <item>
      <title>Metallurgical Investigation of Wire Breakage of Tyre Bead Grade</title>
      <link>https://trid.trb.org/View/1377429</link>
      <description><![CDATA[Tyre bead grade wire is used for tyre making application. The wire is used as reinforcement inside the polymer of tyre. The wire is available in different size/section such as 1.6–0.80 mm thin Cu coated wire. During tyre making operation at tyre manufacturer company, wire failed frequently. In this present study, different broken/defective wire samples were collected from wire mill for detailed investigation of the defect. The natures of the defects were localized and similar in nature. The fracture surface was of finger nail type. Crow feet like defects including button like surface abnormalities were also observed on the broken wire samples. The defect was studied at different directions under microscope. Different advanced metallographic techniques have been used for detail investigation. The analysis revealed that, white layer of surface martensite was formed and it caused the final breakage of wire. In this present study the authors have also discussed about the possible reason for the formation of such kind of surface martensite (hard-phase).]]></description>
      <pubDate>Wed, 23 Dec 2015 08:08:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1377429</guid>
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