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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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7UXVlbmNoaW5nIC9jb29saW5nLyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O1F1ZW5jaGluZyAvY29vbGluZy8mcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
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    <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>PUZZOLANIC CEMENTS, THEIR PROPERTIES AND APPLICATIONS</title>
      <link>https://trid.trb.org/View/95657</link>
      <description><![CDATA[THE IMPORTANCE OF MAKING USE OF PUZZOLANIC TYPE CEMENTS TO IMPROVE THE DURABILITY OF MANY KINDS OF STRUCTURES IS EMPHASIZED. ONLY IN CASES WHEN IT IS NECESSARY TO USE A CEMENT WHICH MUST BECOME VERY STRONG WITHIN A VERY SHORT TIME, SUCH AS P-450, WILL IT NOT BE POSSIBLE TO REPLACE A PORTLAND WITH A PUZZOLANIC CEMENT. BUT ON THE OTHER HAND, IF WE CAN SUBSTITUTE A PUZ-250 OR A PUZ-350 FOR A P-250 OR P-350, RESPECTIVELY, WE SHALL HAVE SUCCEEDED IN OBTAINING THE EQUIVALENT OF AN IMPROVED PORTLAND CEMENT, FROM WHOSE HYDRATED CONTENT THE QUENCH LIME HAS DISAPPEARED. THIS LIME IS A HARMFUL MATERIAL, WHICH PORTLAND CEMENT ALWAYS PRODUCES WHEN IT HARDENS. P-450 HAS NOT AN EQUIVALENT PUZ CEMENT, BUT IN THE RANGE WHERE THERE ARE SUITABLE EQUIVALENTS, WE SHOULD ATTEMPT TO REPLACE PORTLAND BY THE CORRESPONDING PUZZOLANIC CEMENTS. IN THIS WAY WE SHALL HELP TO MEET THE TRUE REQUIREMENTS OF HIGH QUALITY IN THIS FIELD. /AUTHOR/]]></description>
      <pubDate>Fri, 24 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95657</guid>
    </item>
    <item>
      <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>
    </item>
    <item>
      <title>MATHEMATICAL MODEL TO SIMULATE THE GENERATION OF THERMAL STRESSES AND STRAINS</title>
      <link>https://trid.trb.org/View/277859</link>
      <description><![CDATA[Thermal stresses and strains are generated as a consequence of hardening treatment to steel components.  A mathematical model has such stresses and strains in low alloy steel plates.  The temperature distribution across the thickness of the plate, during quenching, was calculated using finite difference solution to the differential heat conduction equation.  Stress calculations were conducted with the use of the relavant physical and mechanical properties of the steel concerned.  The experimental residual stress measurement was done by the layer removal method.  A physical interpretation of the generation of thermal stresses at the surface and the center of the plate at various stages during the quench is presented.  The predicted residual stress and strain distributions calculated from the mathematical model bear a good correlation with those obtained experimentally.]]></description>
      <pubDate>Thu, 31 Dec 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/277859</guid>
    </item>
    <item>
      <title>LAMINAR HEAD-ON FLAME QUENCHING--A THEORETICAL STUDY (AUTOMOBILE ENGINE EMISSIONS)</title>
      <link>https://trid.trb.org/View/218099</link>
      <description><![CDATA[Results of a numerical investigation of one-dimensional laminar flame quenching with constant and time-dependent pressure variations are reported. A description of flame quenching and postflame oxidation processes for a global reaction is obtained by solving a simplified form of nonlinear conservation of mass, momentum, and energy equations in a planar flow field.  These equations are reduced to finite difference form, and time-dependent pressure is input via an integrated form of the energy equation or a third-order polynomial law.  Numerical calculations were performed at constant-pressure, combustion bomb-type conditions and under rapid decompression during quenching. One-dimensional head-on quenching distances, hydrocarbon concentration levels, and gas properties were derived for various stoichiometric values in a propane/air-type mixture.  Results indicate that quenching distance is primarily controlled by the thermal conduction process; however, residual hydrocarbon levels are intimately related to postquenching diffusion, oxidation kinetics, and the thermodynamic cycle during which they occur. Model calculations exhibit good agreement with experimental flame speed and demonstrate single-wall quench thicknesses which closely follow known experimental trends for the two-plate quench distance.  Effects of transient pressure changes on postquench burn-up are examined, and results indicate that pressure variations on a time scale similar to that of the quenching process can account for a factor increase in predicted hydrocarbons, as compared with constant pressure calculations.  Additional research is recommended to devise a multistep reduction reaction scheme that adequately describes the quenching process.]]></description>
      <pubDate>Thu, 31 Oct 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218099</guid>
    </item>
    <item>
      <title>KINETIC WALL QUENCHING OF METHANOL FLAMES WITH APPLICATIONS TO SPARK IGNITION ENGINES</title>
      <link>https://trid.trb.org/View/147108</link>
      <description><![CDATA[A computer model was used to predict perpendicular flame quenching distances for methanol-air mixtures at a variety of conditions.  A detailed kinetic reaction mechanism has allowed the study of aldehyde formation.  Aldehydes were found to increase an order of magnitude over bulk gas concentrations as the flame quenches but this concentration is insufficient to account for measured exhaust aldehydes. A flow reactor study showed additional aldehydes being formed from the unburned quench layer when it mixes with the hot exhaust gases during the expansion and exhaust strokes. Quenching distance decreases with increasing pressure and increasing wall temperature, and increases with lean and very rich equivalence ratios and increasing exhaust gas recirculation.  Water addition shows only a slight increase in quenching distance for up to 30% of the fuel by volume.]]></description>
      <pubDate>Mon, 30 Jan 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147108</guid>
    </item>
    <item>
      <title>ENERGY SAVING STEEL BARS FOR HOT FORGING</title>
      <link>https://trid.trb.org/View/195674</link>
      <description><![CDATA[Ausforging, in which quenching is performed direct from the high finishing temperature of forging, is one of the energy saving heat treatments.  A disadvantage is that it results in degradation of impact toughness especially in low-alloy steels of relatively high Mn content.  Ti treatment, which consists of controlling the amounts of Ti and N addition, solidifying in continuous casting process, and breaking down the blooms at appropriate temperatures, was found to improve the impact toughness of ausforged and tempered specimens through both preventing grain growth at forging temperatures and accommodating grain boundary segregation. Ti treatment was also applied to vanadium-containing steel subjected to air-quenching (air-cooling from the finishing temperature of forging), and a higher level of impact toughness was successfully achieved by air-quenching.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195674</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF HIGH-STRENGTH COLD-ROLLED STEEL SHEETS FOR AUTOMOTIVE USE BY CONTINUOUS ANNEALING</title>
      <link>https://trid.trb.org/View/189780</link>
      <description><![CDATA[High-strength cold-rolled steel sheets having tensile strength of from 350 to 1,500 MPa with a wide variety of features have been developed by using the continuous annealing process consisting of water-quenching system. Newly developed high-strength steels include dual-phase steels with high bake-hardenability, dual-phase steels with low yield ratio and excellent ductility, dual-phase steels with high deep drawability, ultra high-strength steels and extra deep drawing high-strength steels. This paper describes the metallurgical characteristics of the products of the continuous annealing process consisting of water-quenching system, processing conditions and mechanical properties of these high-strength steels, and their application to automobiles.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189780</guid>
    </item>
    <item>
      <title>HYDROCARBON OXIDATION IN THE EXHAUST PORT OF A SPARK IGNITION ENGINE</title>
      <link>https://trid.trb.org/View/172706</link>
      <description><![CDATA[An experimental study was performed to determine the fraction of unburned hydrocarbon emissions which are oxidized in the exhaust port of a spark ignition engine. The technique used was injection of a CO//2 quench gas into the exhaust port, at various planes along the port centerline, to cool the exhaust gas and "freeze" the hydrocarbon oxidation reactions.  By quenching the reaction of hydrocarbons at the cylinder exit plane, cylinder exit hydrocarbon emissions levels were determined.  By differencing the concentration of hydrocarbons observed during quenching and nonquenching operation, the fraction of hydrocarbons reacting in each section of the exhaust was determined.  Experiments were carried out to define the effects of engine operating conditions on the fraction of hydrocarbons oxidized.]]></description>
      <pubDate>Mon, 23 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172706</guid>
    </item>
    <item>
      <title>STRUCTURAL APPLICATION OF QUENCHED AND TEMPERED ALLOY STEEL</title>
      <link>https://trid.trb.org/View/65736</link>
      <description><![CDATA[Examples of the advantageous use of heat-treated high strength steel in structural engineering are described. The consumption figures for the USA and Sweden are compared and the differences explained. A number of criteria affecting costs, design, handling and appearance are presented and discussed. In comparison to ordinary steel the relative increase in price is less than the increase of strength. If this greater strength can be fully exploited then the high strength steel will be economically favourable. An analysis is made about design criteria in Swedish building regulations with reference to structural high strength steel. Deflection, stability and material fatigue criteria cause in some cases design problems but according to the author the main obstacle to an increased usage of high strength steel in Sweden is the lack of design practice, applicable regulations and general approvals. However, A design manual is being prepared and is expected to be published this year. /TRRL/]]></description>
      <pubDate>Tue, 19 Jul 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65736</guid>
    </item>
    <item>
      <title>FABRICATION AND DESIGN OF STRUCTURES OF T-1 STEEL</title>
      <link>https://trid.trb.org/View/100641</link>
      <description><![CDATA[THE COMPOSITION, TREATMENT AND FABRICATION PROCESSES FOR T-1 STEEL ARE REVIEWED. T-1 STEEL IS AN ALLOY HIGH YIELD STRENGTH STEEL WHICH OBTAINS ITS PROPERTIES BY HEAT TREATMENT. SPECIFIC TREATMENT IS BY QUENCHING IN WATER AND SUBSEQUENTLY TEMPERING. THIS MATERIAL MAY BE SHAPED BY ANY OF THE STANDARD FABRICATING PROCESSES, IF ALLOWANCES ARE MADE FOR A HIGH YIELD AND TENSILE STRENGTH. GUIDANCE FOR WELDING WITH LOW-HYDROGEN METHODS IS GIVEN, INCLUDING RECOMMENDATIONS FOR CONTROL OF HEAT INPUT. FLAME-CUTTING OR WELDING OPERATIONS SHOULD ONLY BE PERFORMED AFTER HEAT TREATMENT. EXAMINATION OF THE FATIGUE CHARACTERISTICS OF CONSTRUCTIONAL STEEL SHOW THAT THE CONVENTIONAL REVERSED- BENDING ENDURANCE LIMIT AS DETERMINED ON A POLISHED SPECIMEN WILL NOT PREDICT PERFORMANCE IN A GROSS STRUCTURE CONTAINING STRESS-RAISERS SUCH AS WELD BEADS, SCRATCHES AND AS-ROLLED SURFACES. BY USE OF A DIAGRAMMATIC METHOD OF PRESENTATION OF FATIGUE DATA RECOMMENDED BY THE WELDING RESEARCH COUNCIL, IT IS SHOWN THAT THE STRENGTH CHARACTERISTICS OF T-1 STEEL MAY BE USED TO ADVANTAGE IN APPLICATIONS SUBJECT TO FLUCTUATING STRESSES. FORMULAS ARE DERIVED FOR SUGGESTED UNIT STRESS VALUES OR REQUIRED CROSS-SECTIONAL AREA FOR BUTT AND FILLET WELDS.]]></description>
      <pubDate>Sun, 29 Aug 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100641</guid>
    </item>
    <item>
      <title>EFFECT OF MIXING TEMPERATURE ON HARDENING OF ASPHALTIC BINDER IN HOT BITUMINOUS CONCRETE</title>
      <link>https://trid.trb.org/View/100941</link>
      <description><![CDATA[PLANT MIXES OF HOT BITUMINOUS CONCRETE WERE MADE IN THE MIXING TEMPERATURE RANGE OF 250 TO 400F, CORRESPONDING TO VISCOSITY LIMITS OF APPROXIMATELY 400 TO 15 SAYBOLT FUROL SECONDS. THE ASPHALT FROM SAMPLES OF THESE MIXES WAS RECOVERED BY THE MODIFIED ABSON METHOD, AND CHANGES IN THE PENETRATION, DUCTILITY, SOFTENING POINT, AND ABSOLUTE VISCOSITY WERE MEASURED. ASPHALTS FROM VENEZUELAN AND EAST TEXAS CRUDES WERE USED. THE MIXES USED WERE BASE COURSES, BINDER COURSES, WEARING SURFACES, AND CERTAIN CITY STREET MIXES. THE AGGREGATES WERE VARIED AND WERE EITHER ALL GRANITE OR MIXTURES OF GRANITE, SAND, AND MINERAL FILLER, MIXTURES OF SANDY LIMESTONE, SAND AND MINERAL FILLER, OR MIXTURES OF SILICEOUS GRAVELS, SAND, AND MINERAL FILLER. SOME OF THE SAMPLES WERE COOLED SLOWLY, WHEREAS OTHERS WERE COOLED RAPIDLY BY QUENCHING IN WATER. THE SAMPLES COOLED SLOWLY SHOWED 65 TO 75 PERCENT PENETRATION RETAINED AT 250F WITH AN ADDITIONAL 10 PERCENT DROP IN PERCENT PENETRATION RETAINED FOR EACH 50F INCREASE IN MIXING TEMPERATURE. THE SAMPLES QUENCHED IN WATER SHOWED ESSENTIALLY NO DIFFERENCE IN HARDENING AT 250 F FROM SLOWLY COOLED. NO DEFINITE DIFFERENCE IN HARDENING WAS FOUND FOR DIFFERENT ASPHALTS, DIFFERENT MIXES, DIFFERENT AGGREGATES, OR DIFFERENT TYPE PUGMILLS. SAMPLES OF PAVING MIXTURE WERE FOUND TO HARDEN APPRECIABLY ON STORAGE DURING THE FIRST 15 DAYS, BUT THEREAFTER THE RATE OF HARDENING WAS VERY SLOW. /AUTHOR/]]></description>
      <pubDate>Mon, 06 Jul 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/100941</guid>
    </item>
    <item>
      <title>THE USE OF FINE GROUND GRANULATED BLAST FURNACE SLAG IN CONCRETE</title>
      <link>https://trid.trb.org/View/110500</link>
      <description><![CDATA[GRANULATED BLAST FURNACE SLAGS HAVE BEEN USED BOTH AS CONSTITUENTS OF CEMENT AND, WHEN FINELY GROUND, AS PARTIAL REPLACEMENTS FOR CEMENTS IN CONCRETE IN COUNTRIES OUTSIDE AUSTRALIA FOR MANY YEARS, COMMENCING IN GERMANY IN THE LATTER HALF OF THE NINETEENTH CENTURY. THIS PAPER REVIEWS EXTENSIVE PUBLISHED DATA AS DERIVED FROM OVERSEAS RESEARCH INTO THE USE OF THESE MATERIALS. IT DESCRIBES THE INVESTIGATION WHICH HAS BEEN CARRIED OUT TO ASSESS THE PERFORMANCE OF SLAG GRANULATES PRODUCED AT THE PORT KEMBLA WORKS OF AUSTRALIAN IRON AND STEEL PTY. LTD. THE EFFECTS OF POINT OF QUENCHING, CHEMICAL COMPOSITION, AND FINENESS OF THE SLAG HAVE BEEN EXAMINED WITH EMPHASIS ON CONCRETE COMPRESSIVE STRENGTHS ACHIEVED. CEMENT REPLACEMENT LEVELS OF UP TO 70% WERE USED AND SMALL REPLACEMENTS OF SAND BY SLAG WERE ALSO INCORPORATED IN MANY OF THE MIXES TESTED. DATA OBTAINED HAVE BEEN COMPARED WITH THOSE RESULTING FROM THE USE OF 100% ORDINARY PORTLAND CEMENTS AS CONTROL. OTHER CONCRETE PROPERTIES INCLUDING DRYING SHRINKAGE, TENSILE STRENGTHS, AND RESISTANCE TO SULPHATE ATTACK ARE REPORTED TOGETHER WITH THE EFFECTS ON STRENGTH OF NON-STANDARD CURING. COMPARISON OF THE PERFORMANCE OF VARIOUS BLENDS OF SLAGS AND CEMENTS IN CEMENT TESTS RELATIVE TO EXISTING STANDARD SPECIFICATIONS IS SHOWN. THE PAPER CONCLUDES WITH A REFERENCE TO THE INITIAL FIELD USAGE OF SLAG, AN OUTLINE OF POSSIBLE FUTURE USES IS GIVEN AND ATTENTION IS DRAWN TO FACTORS WHICH SHOULD BE CONSIDERED IN SUCH USE./AUTHOR/]]></description>
      <pubDate>Mon, 30 Mar 1970 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/110500</guid>
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